Location information exchange between vehicle and device

ABSTRACT

Methods and systems for a complete vehicle ecosystem are provided. Specifically, systems that when taken alone, or together, provide an individual or group of individuals with an intuitive and comfortable vehicular environment. The present disclosure builds on integrating existing technology with new devices, methods, and systems to provide a complete vehicle ecosystem.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefits of and priority, under 35U.S.C. §119(e), to U.S. Provisional Application Ser. Nos. 61/560,509,filed on Nov. 16, 2011, entitled “Complete Vehicle Ecosystem”;61/637,164, filed on Apr. 23, 2012, entitled “Complete VehicleEcosystem”; 61/646,747, filed on May 14, 2012, entitled “Branding ofElectrically Propelled Vehicles Via the Generation of Specific OperatingSounds”; 61/653,275, filed on May 30, 2012, entitled “VehicleApplication Store for Console”; 61/653,264, filed on May 30, 2012,entitled “Control of Device Features Based on Vehicle State”;61/653,563, filed on May 31, 2012, entitled “Complete VehicleEcosystem”; 61/663,335, filed on Jun. 22, 2012, entitled “CompleteVehicle Ecosystem”; 61/672,483, filed on Jul. 17, 2012, entitled“Vehicle Climate Control”; and 61/714,016, filed on Oct. 15, 2012,entitled “Vehicle Middleware.” The entire disclosures of theapplications listed above are hereby incorporated by reference, in theirentirety, for all that they teach and for all purposes.

This application is also related to U.S. patent application Ser. No.13/420,236, filed on Mar. 14, 2012, entitled, “Configurable VehicleConsole”; Ser. No. 13/420,240, filed on Mar. 14, 2012, entitled“Removable, Configurable Vehicle Console”; Ser. No. 13/462,593, filed onMay 2, 2012, entitled “Configurable Dash Display”; Ser. No. 13/462,596,filed on May 2, 2012, entitled “Configurable Heads-Up Dash Display”;Ser. No. ______, filed on Nov. 16, 2012, entitled “Implementation ofConquest Functionality in Automotive Console” (Attorney Docket No.6583-228); Ser. No. ______, filed on Nov. 16, 2012, entitled “GestureRecognition for On-Board Display” (Attorney Docket No. 6583-229); Ser.No. ______, filed on Nov. 16, 2012, entitled “Vehicle Application Storefor Console” (Attorney Docket No. 6583-230); Ser. No. ______, filed onNov. 16, 2012, entitled “Sharing Applications/Media Between Car andPhone (Hydroid)” (Attorney Docket No. 6583-231); Ser. No. ______, filedon Nov. 16, 2012, entitled “In-Cloud Connection for Car Multimedia”(Attorney Docket No. 6583-232); Ser. No. ______, filed on Nov. 16, 2012,entitled “Music Streaming” (Attorney Docket No. 6583-233); Ser. No.______, filed on Nov. 16, 2012, entitled “Control of Device FeaturesBased on Vehicle State” (Attorney Docket No. 6583-234); Ser. No. ______,filed on Nov. 16, 2012, entitled “Insurance Tracking” (Attorney DocketNo. 6583-235); Ser. No. ______, filed on Nov. 16, 2012, entitled “LawBreaking/Behavior Sensor” (Attorney Docket No. 6583-236); Ser. No.______, filed on Nov. 16, 2012, entitled “Etiquette Suggestion”(Attorney Docket No. 6583-237); Ser. No. ______, filed on Nov. 16, 2012,entitled “Parking Space Finder Based on Parking Meter Data” (AttorneyDocket No. 6583-238); Ser. No. ______, filed on Nov. 16, 2012, entitled“Parking Meter Expired Alert” (Attorney Docket No. 6583-239); Ser. No.______, filed on Nov. 16, 2012, entitled “Object Sensing (PedestrianAvoidance/Accident Avoidance)” (Attorney Docket No. 6583-240); Ser. No.______, filed on Nov. 16, 2012, entitled “Proximity Warning Relative toOther Cars” (Attorney Docket No. 6583-241); Ser. No. ______, filed onNov. 16, 2012, entitled “Street Side Sensors” (Attorney Docket No.6583-242); Ser. No. ______, filed on Nov. 16, 2012, entitled “CarLocation” (Attorney Docket No. 6583-243); Ser. No. ______, filed on Nov.16, 2012, entitled “Universal Bus in the Car” (Attorney Docket No.6583-244); Ser. No. ______, filed on Nov. 16, 2012, entitled “Mobile HotSpot/Router/Application Share Site or Network” (Attorney Docket No.6583-245); Ser. No. ______, filed on Nov. 16, 2012, entitled “UniversalConsole Chassis for the Car” (Attorney Docket No. 6583-246); Ser. No.______, filed on Nov. 16, 2012, entitled “Middleware” (Attorney DocketNo. 6583-247); Ser. No. ______, filed on Nov. 16, 2012, entitled “RealTime Traffic” (Attorney Docket No. 6583-248); Ser. No. ______, filed onNov. 16, 2012, entitled “Map Updating” (Attorney Docket No. 6583-249);Ser. No. ______, filed on Nov. 16, 2012, entitled “Communications Basedon Vehicle Diagnostics and Indications” (Attorney Docket No. 6583-250);Ser. No. ______, filed on Nov. 16, 2012, entitled “Felon Identifier”(Attorney Docket No. 6583-251); Ser. No. ______, filed on Nov. 16, 2012,entitled “Behavioral Tracking and Vehicle Applications” (Attorney DocketNo. 6583-252); Ser. No. ______, filed on Nov. 16, 2012, entitled“Improvements to Controller Area Network Bus” (Attorney Docket No.6583-314); Ser. No. ______, filed on Nov. 16, 2012, entitled “LocationInformation Exchange Between Vehicle and Device” (Attorney Docket No.6583-315); Ser. No. ______, filed on Nov. 16, 2012, entitled “In CarCommunication Between Devices” (Attorney Docket No. 6583-316); Ser. No.______, filed on Nov. 16, 2012, entitled “Configurable Hardware Unit forCar Systems” (Attorney Docket No. 6583-317); Ser. No. ______, filed onNov. 16, 2012, entitled “Feature Recognition for Configuring a VehicleConsole and Associated Devices” (Attorney Docket No. 6583-318); Ser. No.______, filed on Nov. 16, 2012, entitled “Configurable Vehicle Console”(Attorney Docket No. 6583-412); Ser. No. ______, filed on Nov. 16, 2012,entitled “Configurable Dash Display” (Attorney Docket No. 6583-413);Ser. No. ______, filed on Nov. 16, 2012, entitled “Configurable Heads-UpDash Display” (Attorney Docket No. 6583-414); and Ser. No. ______, filedon Nov. 16, 2012, entitled “Removable, Configurable Vehicle Console”(Attorney Docket No. 6583-415). The entire disclosures of theapplications listed above are hereby incorporated by reference, in theirentirety, for all that they teach and for all purposes.

BACKGROUND

Whether using private, commercial, or public transport, the movement ofpeople and/or cargo has become a major industry. In today'sinterconnected world daily travel is essential to engaging in commerce.Commuting to and from work can account for a large portion of atraveler's day. As a result, vehicle manufacturers have begun to focuson making this commute, and other journeys, more enjoyable.

Currently, vehicle manufacturers attempt to entice travelers to use aspecific conveyance based on any number of features. Most of thesefeatures focus on vehicle safety, or efficiency. From the addition ofsafety-restraints, air-bags, and warning systems to more efficientengines, motors, and designs, the vehicle industry has worked to appeasethe supposed needs of the traveler. Recently, however, vehiclemanufactures have shifted their focus to user and passenger comfort as aprimary concern. Making an individual more comfortable while travelinginstills confidence and pleasure in using a given vehicle, increasing anindividual's preference for a given manufacturer and/or vehicle type.

One way to instill comfort in a vehicle is to create an environmentwithin the vehicle similar to that of an individual's home or place ofcomfort. Integrating features in a vehicle that are associated withcomfort found in an individual's home can ease a traveler's transitionfrom home to vehicle. Several manufacturers have added comfort featuresin vehicles such as the following: leather seats, adaptive and/orpersonal climate control systems, music and media players, ergonomiccontrols, and in some cases Internet connectivity. However, becausethese manufacturers have added features to a conveyance, they have builtcomfort around a vehicle and failed to build a vehicle around comfort.

SUMMARY

There is a need for a vehicle ecosystem that can integrate both physicaland mental comforts while seamlessly operating with current electronicdevices to result in a totally intuitive and immersive user experience.These and other needs are addressed by the various aspects, embodiments,and/or configurations of the present disclosure. Also, while thedisclosure is presented in terms of exemplary embodiments, it should beappreciated that individual aspects of the disclosure can be separatelyclaimed.

The present disclosure can provide a number of advantages depending onthe particular aspect, embodiment, and/or configuration. Currently, thevehicle industry is dominated by conveyances offering a separate comfortexperience from a home, work, or other aspect of a traveler's life.Unfortunately, current vehicles include a series of separate devicesthat work together while an individual or individuals are associatedwith the vehicle. Technology areas and devices such as user interfaces,applications, tracking capabilities, hardware, and/or location-basedcommunications, could be combined together, or used separately, to forma complete vehicle ecosystem. This ecosystem can provide a connected andintuitive user experience for any traveler.

At least one embodiment of the present disclosure describes using aseries of devices associated with a vehicle along with other devices toform a complete and familiar user experience. In particular, thedevices, applications, interfaces, hardware, and software may combine toform a user-friendly environment while traveling or otherwise movingfrom one location to another and/or when a vehicle is at rest. Moreover,aspects of the present disclosure may provide communication between thevehicle and a user at any given time. Specifically, communicationbetween a vehicle and another device may also relay information to anindividual and/or group of individuals. This communication between avehicle and at least on other device may include, but is not limited to,communication between a vehicle and: 1) at least one mobile device, 2)at least one other vehicle, 3) another system/group of devices, 4) anon-mobile device, and 5) combinations thereof. These and otheradvantages will be apparent from the disclosure.

The phrases “at least one”, “one or more”, and “and/or” are open-endedexpressions that are both conjunctive and disjunctive in operation. Forexample, each of the expressions “at least one of A, B and C”, “at leastone of A, B, or C”, “one or more of A, B, and C”, “one or more of A, B,or C” and “A, B, and/or C” means A alone, B alone, C alone, A and Btogether, A and C together, B and C together, or A, B and C together.

The term “a” or “an” entity refers to one or more of that entity. Assuch, the terms “a” (or “an”), “one or more” and “at least one” can beused interchangeably herein. It is also to be noted that the terms“comprising”, “including”, and “having” can be used interchangeably.

The term “automatic” and variations thereof, as used herein, refers toany process or operation done without material human input when theprocess or operation is performed. However, a process or operation canbe automatic, even though performance of the process or operation usesmaterial or immaterial human input, if the input is received beforeperformance of the process or operation. Human input is deemed to bematerial if such input influences how the process or operation will beperformed. Human input that consents to the performance of the processor operation is not deemed to be “material”.

The term “computer-readable medium” as used herein refers to anytangible storage and/or transmission medium that participate inproviding instructions to a processor for execution. Such a medium maytake many forms, including but not limited to, non-volatile media,volatile media, and transmission media. Non-volatile media includes, forexample, NVRAM, or magnetic or optical disks. Volatile media includesdynamic memory, such as main memory. Common forms of computer-readablemedia include, for example, a floppy disk, a flexible disk, hard disk,magnetic tape, or any other magnetic medium, magneto-optical medium, aCD-ROM, any other optical medium, punch cards, paper tape, any otherphysical medium with patterns of holes, a RAM, a PROM, and EPROM, aFLASH-EPROM, a solid state medium like a memory card, any other memorychip or cartridge, a carrier wave as described hereinafter, or any othermedium from which a computer can read. A digital file attachment toe-mail or other self-contained information archive or set of archives isconsidered a distribution medium equivalent to a tangible storagemedium. When the computer-readable media is configured as a database, itis to be understood that the database may be any type of database, suchas relational, hierarchical, object-oriented, and/or the like.Accordingly, the disclosure is considered to include a tangible storagemedium or distribution medium and prior art-recognized equivalents andsuccessor media, in which the software implementations of the presentdisclosure are stored.

The term “desktop” refers to a metaphor used to portray systems. Adesktop is generally considered a “surface” that typically includespictures, called icons, widgets, folders, etc., that can activate andshow representations of applications, windows, cabinets, files, folders,documents, and other graphical items. The icons are generally selectableto initiate a task through user interface interaction to allow a user toexecute applications or conduct other operations.

The term “display” refers to a portion of a screen used to display theoutput of a computer to a user.

The term “displayed image” refers to an image produced on the display. Atypical displayed image is a window or desktop. The displayed image mayoccupy all or a portion of the display.

The term “display orientation” refers to the way in which a rectangulardisplay is oriented by a user for viewing. The two most common types ofdisplay orientation are portrait and landscape. In landscape mode, thedisplay is oriented such that the width of the display is greater thanthe height of the display (such as a 4:3 ratio, which is 4 units wideand 3 units tall, or a 16:9 ratio, which is 16 units wide and 9 unitstall). Stated differently, the longer dimension of the display isoriented substantially horizontal in landscape mode while the shorterdimension of the display is oriented substantially vertical. In theportrait mode, by contrast, the display is oriented such that the widthof the display is less than the height of the display. Stateddifferently, the shorter dimension of the display is orientedsubstantially horizontal in the portrait mode while the longer dimensionof the display is oriented substantially vertical. The multi-screendisplay can have one composite display that encompasses all the screens.The composite display can have different display characteristics basedon the various orientations of the device.

The term “gesture” refers to a user action that expresses an intendedidea, action, meaning, result, and/or outcome. The user action caninclude manipulating a device (e.g., opening or closing a device,changing a device orientation, moving a trackball or wheel, etc.),movement of a body part in relation to the device, movement of animplement or tool in relation to the device, audio inputs, etc. Agesture may be made on a device (such as on the screen) or with thedevice to interact with the device.

The term “module” as used herein refers to any known or later developedhardware, software, firmware, artificial intelligence, fuzzy logic, orcombination of hardware and software that is capable of performing thefunctionality associated with that element.

The term “gesture capture” refers to a sense or otherwise a detection ofan instance and/or type of user gesture. The gesture capture can occurin one or more areas of the screen, A gesture region can be on thedisplay, where it may be referred to as a touch sensitive display or offthe display where it may be referred to as a gesture capture area.

A “multi-screen application” refers to an application that is capable ofproducing one or more windows that may simultaneously occupy multiplescreens. A multi-screen application commonly can operate insingle-screen mode in which one or more windows of the application aredisplayed only on one screen or in multi-screen mode in which one ormore windows are displayed simultaneously on multiple screens.

A “single-screen application” refers to an application that is capableof producing one or more windows that may occupy only a single screen ata time.

The term “screen,” “touch screen,” or “touchscreen” refers to a physicalstructure that enables the user to interact with the computer bytouching areas on the screen and provides information to a user througha display. The touch screen may sense user contact in a number ofdifferent ways, such as by a change in an electrical parameter (e.g.,resistance or capacitance), acoustic wave variations, infrared radiationproximity detection, light variation detection, and the like. In aresistive touch screen, for example, normally separated conductive andresistive metallic layers in the screen pass an electrical current. Whena user touches the screen, the two layers make contact in the contactedlocation, whereby a change in electrical field is noted and thecoordinates of the contacted location calculated. In a capacitive touchscreen, a capacitive layer stores electrical charge, which is dischargedto the user upon contact with the touch screen, causing a decrease inthe charge of the capacitive layer. The decrease is measured, and thecontacted location coordinates determined. In a surface acoustic wavetouch screen, an acoustic wave is transmitted through the screen, andthe acoustic wave is disturbed by user contact. A receiving transducerdetects the user contact instance and determines the contacted locationcoordinates.

The term “window” refers to a, typically rectangular, displayed image onat least part of a display that contains or provides content differentfrom the rest of the screen. The window may obscure a portion of thedesktop.

The terms “determine”, “calculate” and “compute,” and variationsthereof, as used herein, are used interchangeably and include any typeof methodology, process, mathematical operation or technique.

It shall be understood that the term “means” as used herein shall begiven its broadest possible interpretation in accordance with 35 U.S.C.§112, Paragraph 6. Accordingly, a claim incorporating the term “means”shall cover all structures, materials, or acts set forth herein, and allof the equivalents thereof. Further, the structures, materials or actsand the equivalents thereof shall include all those described in anyportion of this document. Any one or more of the embodiments herein cantherefore be claimed using means-type language.

The term “vehicle” as used herein includes any conveyance, or model of aconveyance, where the conveyance was originally designed for the purposeof moving one or more tangible objects, such as people, animals, cargo,and the like. The term “vehicle” does not require that a conveyancemoves or is capable of movement. Typical vehicles may include but are inno way limited to cars, trucks, motorcycles, busses, automobiles,trains, railed conveyances, boats, ships, marine conveyances, submarineconveyances, airplanes, space craft, flying machines, human-poweredconveyances, and the like.

The preceding is a simplified summary of the disclosure to provide anunderstanding of some aspects of the disclosure. This summary is neitheran extensive nor exhaustive overview of the disclosure and its variousaspects, embodiments, and/or configurations. It is intended neither toidentify key or critical elements of the disclosure nor to delineate thescope of the disclosure but to present selected concepts of thedisclosure in a simplified form as an introduction to the more detaileddescription presented below. As will be appreciated, other aspects,embodiments, and/or configurations of the disclosure are possibleutilizing, alone or in combination, one or more of the features setforth above or described in detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A depicts a configurable console in accordance with one embodimentof the present disclosure;

FIG. 1B depicts a configurable console in accordance with anotherembodiment of the present disclosure;

FIG. 2 illustrates a configurable dash display in accordance withembodiments of the present disclosure;

FIG. 3 depicts a configurable heads-up display in accordance withembodiments of the present disclosure;

FIG. 4 depicts a user-configurable device in accordance with embodimentsof the present disclosure;

FIG. 5 depicts a gesture recognition aspect of interfacing with thevehicle ecosystem in accordance with the present disclosure;

FIG. 6 depicts an application store and interface with a vehicle inaccordance with the present disclosure;

FIG. 7 shows a device sharing an application and/or media with a vehicleconsole in accordance with an embodiment of the present disclosure;

FIG. 8 shows an in-cloud and push connection for vehicle multimedia inaccordance with at least one embodiment of the present disclosure;

FIG. 9 depicts a music streaming application in accordance withembodiments of the present disclosure;

FIG. 10 illustrates a vehicle system where the activation of mobilephone and other connected device features is dependent on specific lawsin accordance with embodiments of the present disclosure;

FIG. 11 illustrates an insurance tracking system in accordance withembodiments of the present disclosure;

FIG. 12 shows a law enforcement monitoring system in accordance withembodiments of the present disclosure;

FIG. 13 depicts an etiquette suggestion application in accordance withembodiments of the present disclosure;

FIG. 14 depicts a parking space finder in accordance with embodiments ofthe present disclosure;

FIG. 15 depicts a parking meter status application and associateddevices in accordance with embodiments of the present disclosure;

FIG. 16 depicts an object sensing system in accordance with embodimentsof the present disclosure;

FIG. 17 depicts a proximity warning system to determine and alert thepresence of adjacent vehicles in accordance with embodiments of thepresent disclosure;

FIG. 18 illustrates a sensing method where elements and usage may becontrolled based on environmental factors in accordance with embodimentsof the present disclosure;

FIG. 19 shows a system that may be used to determine an accuratelocation of a vehicle in accordance with embodiments of the presentdisclosure;

FIG. 20 shows a universal bus for a vehicle communication system inaccordance with embodiments of the present disclosure;

FIG. 21 depicts a mobile network of a vehicle in accordance withembodiments of the present disclosure;

FIG. 22 depicts a universal console chassis in accordance withembodiments of the present disclosure;

FIG. 23 depicts a central repository for vehicle information inaccordance with embodiments of the present disclosure;

FIG. 24 depicts a real-time traffic system in accordance withembodiments of the present disclosure;

FIG. 25 depicts a system where map data is updated from vehicles andassociated devices according to embodiments of the present disclosure;

FIG. 26 depicts a vehicle ecosystem capable of providing accurateindications for purposes of service and maintenance in accordance withembodiments of the present disclosure;

FIG. 27 depicts a vehicle ecosystem capable of exchanging informationwith public records databases for the purposes of general awareness inaccordance with embodiments of the present disclosure;

FIG. 28 illustrates an exemplary embodiment of a parking meter statussystem in accordance with embodiments of the present disclosure;

FIG. 29 illustrates in greater detail an embodiment of the parking meterstatus system in accordance with embodiments of the present disclosure;

FIG. 30 illustrates an exemplary method of providing parking spotavailability in accordance with embodiments of the present disclosure;

FIG. 31 illustrates an exemplary method of providing updated parkingspot status in accordance with embodiments of the present disclosure;

FIG. 32 illustrates an exemplary method for providing parking meterstatus and replenishment in accordance with embodiments of the presentdisclosure;

FIG. 33 illustrates an exemplary method of communicating expirationinformation in accordance with embodiments of the present disclosure;

FIG. 34 illustrates an exemplary vehicle sensor system in accordancewith embodiments of the present disclosure;

FIG. 35 illustrates an exemplary method for providing vehicle objectsensing in accordance with embodiments of the present disclosure;

FIG. 36 illustrates an exemplary intra-vehicle avoidance network inaccordance with embodiments of the present disclosure;

FIG. 37 illustrates an exemplary method for providing information ornotifications between one or more vehicles in accordance withembodiments of the present disclosure;

FIG. 38 illustrates an exemplary sensor system in accordance withembodiments of the present disclosure;

FIG. 39 illustrates an exemplary method for determining vehicle locationin accordance with embodiments of the present disclosure;

FIG. 40 illustrates an exemplary embodiment of a detachable stand-alonecomputing device in accordance with embodiments of the presentdisclosure;

FIG. 41 illustrates an exemplary method of locating the stand-alonecomputing device in accordance with embodiments of the presentdisclosure;

FIG. 42 illustrates an exemplary method for providing stand-alonecomputing device to vehicle security in accordance with embodiments ofthe present disclosure; and

FIGS. 43 and 44 illustrate an exemplary internet connected vehicle inaccordance with embodiments of the present disclosure.

In the appended figures, similar components and/or features may have thesame reference label. Further, various components of the same type maybe distinguished by following the reference label by a letter thatdistinguishes among the similar components. If only the first referencelabel is used in the specification, the description is applicable to anyone of the similar components having the same first reference labelirrespective of the second reference label.

DETAILED DESCRIPTION

Presented herein are embodiments of a complete vehicle ecosystem. Theecosystem can comprise single devices or a compilation of devices. Thisdevice, or these devices, may be capable of communicating with otherdevice(s) and/or to an individual or group of individuals. Further, thisdevice, or these devices, can receive user input in unique ways. Theoverall design and functionality of each device provides for an enhanceduser experience making the device more useful and more efficient. Asdescribed herein, the device(s) may be electrical, mechanical,electro-mechanical, software-based, and/or combinations thereof.

User Interface:

FIG. 1A depicts a configurable vehicle console 4 in accordance withembodiments of the present disclosure. Vehicle consoles are known toinclude physical and/or electrical controls for the manipulation ofcertain vehicle features or functions. For example, vehicles may includeclimate control, audio control, and other selectable preferencesavailable from a main console. The adjustment of these controls may beachieved through physical and/or touch-screen manipulation of dials,knobs, switches, keys, buttons, and the like. Custom configurability ofthe controls is limited on current touch-screen consoles and virtuallyimpossible on physical consoles. In both touch-screen and physicalconsoles, the console remains permanently hard-wired to the vehicle.

In one embodiment of the present disclosure a removable console (4,4000, 4028) is described. Specifically, the present disclosure isdirected to a console that can be simply and repeatably detached andreattached (in one or more vehicles). In some cases, a console of avehicle may span across, or be separated into, one or more individualscreens. The present disclosure anticipates detaching at least one ofthese console screens. This detachable console screen may have its ownprocessor, memory, and power source. Furthermore, the detachable consolescreen may be operated as a tablet or portable computing platform.Alternatively, the device may be tethered to the vehicle for use insidea predefined area.

In some embodiments, the detachable console may interface with thevehicle, and/or other consoles, via an attachment point. The attachmentpoint may include an electrical interface and a locking feature. Thislocking feature may allow removal and/or prevent removal of thedetachable console based on specific rules. Furthermore, the lockingfeature may be configured to provide a rest portion where the detachableconsole may reside during a connected operation with the vehicle.

In one aspect of the present disclosure the detachable console mayprovide its location to the vehicle and/or other associated device. Forinstance, if the detachable console is removed from an area adjacent tothe vehicle, an alert may indicate its removal from the predefined area.This alert may be sent to a mobile device, mobile communications device,smartphone, etc, (e.g., a text message). Additionally, the alert may bean audible and/or visual alert to those adjacent to the vehicle.Moreover, the detachable console may provide a signal that can beanalyzed to determine location. This signal may be continuously and/orselectively sent according to specific rules.

Referring now to FIG. 1B, a configurable vehicle console 4 isillustrated in accordance with embodiments of the present disclosure.Specifically, the configurable console is shown to incorporate variousfeatures and controls (8, 12, 16). These controls and/or features may beselectively and adjustably moved, sized, and/or otherwise adjusted onthe console to suit a user's desires. It is one aspect of the presentdisclosure to allow for the integration of custom designed templates ofstandard console layouts that users may manipulate and/or modify. Thesemodifications may be saved and stored.

Further, users may select certain controls and/or features from area 20to display in any given position on the console 4. For example, if auser wishes to have constant access to the climate-control settings of avehicle, the user may place a “climate-control” module 24 on theconfigurable console. The position and/or features of this module may beadjusted according to rules and its position may be arranged as desiredby the user. It is anticipated that recommended positions for themodule, or modules, could be provided by the vehicle console system. Ifa user wishes to add a “music control” module 28 to the console the usercan similarly select position, size, and/or other features associatedwith the module to best suit the user's needs. A user may access arespective or selected console display configuration from among aplurality of different console display configurations by inputting acode or identifier. The result is that different users of a commonvehicle or common make, year, and model can have differently configuredconsole displays.

In some embodiments, these modules may be programmed to disappear, dim,or exhibit other functions in response to some type of stimulus. Forexample, the user may want one or more control modules to dim upondriving. Alternatively, the user may want one or more modules todisappear according to a timer, based on speed, and/or other stimulus.It is anticipated that the stimulus may include user input, timers,sensors, programmed conditions, and the like.

For example, in the event of an accident, access to a vehicle's music,climate control and/or other non-essential modules is of little benefit.In an emergency scenario, the console may use one or more sensors,possibly including vehicle sensor (e.g., air bag sensor, gyroscope, oraccelerometer), to detect the accident and automatically provideemergency features to a user via the console 4. These emergency featurescould also be invoked manually at the user's request and/or activated byanother entity (such as an insurance company). These features mayreplace the standard modules arranged on the console (e.g., the musicand climate modules are minimized or removed, replaced by one or moreemergency modules). A large “hazard” light module may be created.Additionally or alternatively, an emergency contact module may beprovided to allow the user easy access to an emergency communicationchannel. Contacting the emergency channel could be left to thediscretion of the user. As can be appreciated by one skilled in the art,these emergency modules may automatically contact an emergency channeland/or use timers and other sensors to determine whether to initiatecontact with the emergency channel.

In accordance with the present disclosure, it is anticipated that thevehicle may use sensors in an individual's phone or other device todetect a specific user's heartbeat and/or monitor a user's otherbiological and/or vital signs. These vital signs could be relayed to anemergency contact to aid in possible treatment and/or evaluate anecessary emergency response. Using a phone's, or other device's,gyroscope and/or accelerometer to detect a user's heartbeat could beachieved via storing conditions at a time prior to an accident andcomparing the stored conditions to those obtained during the emergency.In the event that a user has associated his or her phone and/or devicewith the vehicle console, this process of monitoring, sending, and usingthe vital sign information could be achieved automatically by theconsole and/or vehicle.

FIG. 2 illustrates a configurable dash display in accordance withembodiments of the present disclosure. Currently, the layouts of mostvehicle dashboard displays are static in nature. Specifically, usershave limited access to modifying the appearance of their vehicle'sinstrument panel or dashboard. Typically, these users have access toonly adjust the light intensity and in some instancesbackground/foreground colors of a dashboard or instrument panel display.In other words, users cannot fully configure a dashboard or its display.

It is one embodiment of the present disclosure to provide a totallyconfigurable dashboard display. In some embodiments, instruments andinformation such as readouts, indicators, gauges, and the like 32 can bechosen to appear on the dashboard 36. These instruments may be digital,analog, simulated analog, simulated digital, audible, and/or otheroutput capable of being displayed to the dashboard. It is furtheranticipated that the scale of these instruments can be customized tomeet a user's preferences. For example, a simulated analog speedometermay be chosen because of its design aesthetic and adjusted to readmiles-per-hour or kilometers-per-hour in a given range. If the userwishes to have a more accurately displayed simulated-analog output theuser may wish to set the maximum value displayed on the speedometer to alower number (e.g., 75 mph).

It is anticipated that some embodiments of the configurable dashboardmay employ the emergency features described above in the configurableconsole. In some embodiments the configurable dashboard may sharefeatures with the configurable console and vice versa. Additionally,these units may be one or more displays that communicate with each otherto form a part of the complete vehicle ecosystem

When at least one instrument is chosen for the configurable dashboard,it may be moved into a user-desired position on or off the dash panel.Alternatively, the dashboard may provide an automatic arrangementfeature to automatically position at least one chose instrument in apredefined or recommended position on the dash panel 36.

In accordance with the present disclosure, specific gauges may behidden, deleted, or programmed to hide/disappear after start-up or someother predetermined input(s); however, the system may prevent certaingauges from being hidden/deleted. Preventing the hiding of gauges maydepend on country, federal, state, local, or other laws. For example,the vehicle may determine that it is within a specific jurisdiction andtherefore may require certain gauges be shown at all times. Thisjurisdiction determination may be made by the vehicle ecosystem usingone or more location-based features, such as GPS, WiFi access points,cell tower signals, and the like. Further, a vehicle's location may bedetermined by another device associated with the vehicle, one that isnot necessarily part of the vehicle. In an embodiment, the location of avehicle may be determined from the location-based features available ona user's mobile phone, or other location-aware device.

In the event that a user has customized a dashboard, and crosses adefined legal boundary (like a state or country border) the currentlocation of the vehicle will define the laws to which the vehicle andassociated devices and capabilities must adhere. The original, andother, configuration preferences of a user may be stored in memory. Oncethe user returns to a geographical location that allows the presetconfiguration preferences, the configurable dashboard can access thestored memory and may return the dashboard to the preset configuration.It is anticipated that specific geographical location laws could bepreprogrammed into a device with which the vehicle communicates, whetherthe device is on-board or remotely located from the vehicle.

As can be appreciated, traveling across different legal boundariesand/or geographical locations, where certain instruments may be requiredand consequently appear and disappear from a dashboard may causeconfusion to a user. It is an embodiment of the present disclosure toprovide an indication to the user that a specific instrument is requiredin the given location and/or area. In some embodiments, the user mayreceive a notification upon crossing a legal boundary. In yet anotherembodiment, where an instrument is required and added to the dashboard,the instrument itself may contain information that it is a requiredinstrument in the territory in which the vehicle is located. Forexample, if territory “X” requires an odometer to be a part of thedashboard display, the odometer may appear on the dashboard with ahighlighted or otherwise emphasized “X” marker to identify therequirement and the jurisdiction. Capabilities of the console may beenabled or disabled based on vehicle location. For example,communication modes, such as texting, tweeting, email, calling and thelike, may be enabled or disabled based on vehicle location. Vehiclelocation may be mapped against applicable laws of a governmental entity,such as a city, municipality, county, province, state, country, and thelike. Alternatively, capabilities of the console may be enabled ordisabled based on contract requirements, employer rules or policies,insurance requirements, etc.

In some embodiments, the configurable dashboard, and/or console,preferences may be stored by the user. These preferences may be storedlocally inside the vehicle. Alternatively, the preferences may be storedremotely from the vehicle. It is anticipated that at least oneembodiment provides for the storing of preferences both remotely, suchas in the cloud or other storage device(s), and locally. Additionally,the preferences may be linked to a user's key fob, which indicates aspecific user and presets the layout. In some instances, preferences maybe stored on a memory on the key fob and/or key.

Referring now to FIG. 3, an embodiment of a configurable heads-updisplay 40 is depicted. It is at least one aspect of the presentdisclosure to allow at least one user to configure a heads-up display 40with instruments and other information to provide at least one user withan optimal view and function. In some embodiments, the configurableheads-up display may exhibit substantially similar behavioral featuresas the configurable dashboard and/or console described above. Inaddition, the configurable heads-up display may include features fromthe dashboard, the console, and/or other devices to display in aheads-up manner. In one embodiment, the heads-up display may includeimage-directing features to provide for the display of information on asurface in at least one individual's view. In the event that a vehicleoperator wishes to display information pertinent to the act oftravelling, the operator may customize the appearance of the displayedinformation by moving, adding, deleting, loading, and/or programmingcustom view layouts.

FIG. 4 depicts an embodiment of a user-configurable device 44. Inaccordance with embodiments of the present disclosure, a device isdescribed that is capable of mimicking the behavior of other devicesbased on a received stimulus. Specifically, the device may be thedetachable console 4 described above and/or it may be another userdevice.

In some embodiments, a user can provide the stimulus to initiate themimicking process. This stimulus may also be provided electronically, byprogram, and/or output of another process or device. For example, astimulus may direct the device to act as an eReader, (through selectionof the eReader button 48) and the device will reconfigure its displayand functionality to behave like an eReader. In addition, the device maybe switched from an eReader configuration to a Tablet, a vehicleconsole, a laptop, an iPad®, cellular phone, smart phone, or otherdevice mode. This multi-mode capability can use different operatingsystems for different device modes. The different operating systems canbe effected by techniques, such as virtual machines and/or partitioning.Another technique is disclosed in U.S. Provisional Application Ser. Nos.61/389,000, filed Oct. 1, 2010, entitled “DUAL DISPLAY WINDOWINGSYSTEM”; 61/389,117, filed Oct. 1, 2010, entitled “MULTI-OPERATINGSYSTEM PORTABLE DOCKETING DEVICE”; 61/389,087, filed Oct. 1, 2010,entitled “TABLET COMPUTING USER INTERFACE”; 61/507,199, filed Jul. 13,2011, entitled “DOCKABLE MOBILE SOFTWARE ARCHITECTURE;” 61/507,203,filed Jul. 13, 2011, entitled “MULTI-OPERATING SYSTEM;” and 61/507,206,filed Jul. 13, 2011, entitled “AUTO-CONFIGURATION OF A DOCKED SYSTEM INA MULTI-OS ENVIRONMENT,” which are all incorporated fully herein by thisreference in their entirety for all that they teach and for allpurposes. Console mode may be selectively enabled or disabled based onvehicle operating mode (e.g., parked, or in gear), GPS and/orlocation-based positioning (as noted above), and/or contract and/or ruleor policy requirements. Providing this level of functionality allows asingle device to have multiple personalities. These multiplepersonalities can be configured to mimic any number of specific devices.

FIG. 5 depicts a gesture recognition aspect of interfacing with thevehicle ecosystem in accordance with the present disclosure. It isanticipated that the gesture recognition system may include off-screenor off-display gestures (as described in U.S. Provisional ApplicationSer. Nos. 61/389,000, filed Oct. 1, 2010, entitled “DUAL DISPLAYWINDOWING SYSTEM”; 61/389,117, filed Oct. 1, 2010, entitled“MULTI-OPERATING SYSTEM PORTABLE DOCKETING DEVICE”; 61/389,087, filedOct. 1, 2010, entitled “TABLET COMPUTING USER INTERFACE,” at a console,dashboard, or other interface. Moreover, the off-screen or off-displaygestures may refer to the interpretation of hand, facial, body movementsand/or combinations thereof by sensors, cameras 52, and the like.

In some embodiments, the vehicle ecosystem may include multiple cameras,sensors, and/or other detection devices to register and interpret atleast one individual's 56 movement. A particular body movement, and/orcombinations of movements (e.g., hand gestures, and body), maycorrespond to features that control aspects associated with the vehicle.In accordance with the present disclosure, specific movements may bemonitored by the gesture recognition device to provide assistance to avehicle operator. For example, if at least one individual's facialexpression is surprised or alarmed, the gesture recognition device maydirect the vehicle to sample data, via sensors and other associatedequipment, at a higher rate. If sampling data at “Y” times per secondduring normal operation, the interpretation of an individual's alteredfacial expression may direct the system to sample at a rate of “nY”times per second or greater, where “n” is a non-zero scalar value ormathematical function.

In some embodiments, the gesture recognition system may monitor anoperator's eyes and/or head movements to detect drowsy behavior andrespond accordingly. In particular, the gesture recognition system coulddetermine if an operator's eyes are closed and initiate an alarm. Thisalarm may be audible, visual, and/or tactile and can optionally use adevice such as the user's phone or smartphone. The gesture recognitionsystem may start a timer after initiating the alarm to determine, amongother things, whether to take emergency action. Additionally, thegesture recognition system may direct the vehicle to safely slow speed,and in some cases stop the vehicle. Other safety measures may beincluded in this application to provide for a safe emergency situation(e.g., hazard lights may be activated prior to, during, or after slowingand stopping the vehicle). At least one embodiment anticipates that thegesture recognition system may detect repeat events of drowsy and/orerratic behavior of an operator as a more serious condition. Detectionof these repeat events may direct the vehicle to safely stop and/orplace a call to emergency services.

It is an aspect of the present disclosure that the camera and/or sensorsmay detect head movement to determine a physiological state of one ormore individuals in a vehicle. For instance, if the gesture recognitionsystem detects that an individual's head has moved from a specificposition, or general location, it may indicate that the individual isnot in a conscious, or aware, state. Additionally or alternatively, theindividual's head may repeatedly move in a manner that suggests theoperator is in a poor state of health. In response, the gesturerecognition system may direct the vehicle to respond accordingly.

In some embodiments, the gesture recognition system may include one ormore cameras, sensors (e.g., audible, visual, infrared, temperature,vehicle, human wearable, near-human, and the like), and/or other devices(“Detection Devices”), may be configured to register or detect at leastone physiological state of one or more operators and/or individualsassociated with a vehicle. Upon detecting at least one physiologicalstate, the gesture recognition system may respond at least partiallybased on the at least one physiological state of the one or moreoperators and/or individuals. For example, the one or more DetectionDevices may register certain input as corresponding to an emergencyand/or health condition of the operator(s) and/or individual(s) of avehicle.

In some embodiments, the gesture recognition system may monitor andrecord one or more inputs received from the one or more operators and/orindividuals. This recorded information may be used to establish abaseline physiological state associated with the one or more operatorsand/or individuals. In some instances, the one or more operators' and/orindividuals′, temperature, heart-rate, breathing rate, anxiety level,state of awareness, consciousness, etc., may be measured with one ormore of the various Detection Devices. These devices may include any andall mechanisms designed to take measurements. For instance, a pulseand/or temperature measuring device may be included in the steeringwheel of a vehicle. Additionally or alternatively, the vehicle mayinclude infrared cameras and/or sensors to detect at least onetemperature of the one or more operators and/or individuals. As can beappreciated, the vehicle seat and/or seats may include sensors todetermine movement, weight, and/or shifts of weight on or about theseat. Additionally or alternatively, the seat may include sensor todetect the presence of fluid (e.g., bodily fluids, drinks, oil, acid,and any other fluid) on or about the seat. The seat sensor may evendetect one or more of the temperature, viscosity, electrical andmechanical properties of the fluid and may be configured todifferentiate between bodily fluids and other fluids present on or aboutthe seat.

It is anticipated that the gesture recognition system may include atleast one audible monitor and/or speech recognition mechanism (in inputdevice 60 with the Microphone) to receive and/or interpret audiblesignals from the one or more operators and/or individuals. For example,an operator and/or individual may be breathing heavier than a levelestablished as a baseline associated with that individual, detected byaudio microphone (or other device) which may cause a response by thegesture recognition system. Additionally or alternatively, an operatorand/or individual may express some oral statement that indicates aphysiological state. For example, the operator and/or individual maystate “I am in pain, and I think I am having a heart attack.” It isanticipated that a user may establish one or more “code words” toinitiate various levels of emergency response. In these instances, thegesture recognition system may compare the statement in the interpretmodule 64 with one or more statements in memory to determine how torespond. For example, at a first level, a user may make statements like“I am tired” or “I am feeling pain” and in turn, the gesture recognitionsystem may interpret the information and provide one or more of alocation of the nearest accommodations or rest stop, or the like viaoutput 68. At a second level, the gesture recognition system may directthe vehicle and its controls system to monitor traffic conditions andsafely slow and even stop the vehicle. At a third level, the gesturerecognition system may direct the vehicle to activate one or moreemergency signals, lights, internal alarms, radio output, phone calls,and/or take immediate emergency action. It is anticipated that manylevels and/or responses may be configured. In some embodiments, thegesture recognition system may be configured to respond based at leastpartially on the detected conditions and/or physiological state of theone or more operators and/or individuals. In addition to speech content,some embodiments anticipate using a pitch, tone, and/or volumeassociated with oral expressions to determine a level of response. Forinstance, a scream at high-volume may indicate severe pain of one ormore operator and/or individual and may even indicate an emergencysituation.

In some embodiments, the gesture recognition system may initiate one ormore calls/notifications to at least one third party, police, fire,and/or medical personnel. This call may be used to provide assistance tothe one or more operators and/or individuals. It is anticipated that thegesture recognition system may cause GPS, WiFi, and/or Cellular locationinformation to be transmitted to the at least one third party.Additionally or alternatively, the gesture recognition system may causethe physiological state, and even recorded physiological data, to betransmitted to the at least one third party. In some embodiments, thegesture recognition system may cause vehicle information to betransmitted to the at least one third party.

As previously disclosed, some embodiments anticipate that the gesturerecognition system may monitor input received at a steering wheel, orother-human machine interface, to detect a physiological state. Forexample the gesture recognition system may monitor a steering wheel formovement information. It may be determined by the gesture recognitionsystem that jerky, sudden, and/or exaggerated movements are indicativeof physiological state. This physiological state, or assumption ofstate, can be determined by the gesture recognition system comparing themonitored movements with baseline data and/or programmed typicalmovements. Additionally or alternatively, the pressure of grip on thesteering wheel may be monitored and determined by the gesturerecognition system. In some instances high-pressure may indicate heartfailure. In other cases, the detection of no pressure or “no hands” onthe wheel may indicate blackout, seizure, falling asleep, and the like.

In some embodiments, the gesture recognition system may be configured touse one or more of the detection methods disclosed herein to determine aphysiological state. For example a seizure may be detected by detectingweight shifts in the seat, no hands on the wheel, and/or slurred speechor oral statement made by one or more operator and/or individual. Amongother things, the physiological state may correspond to one or morehealth level, condition, illness, and emergency.

It is anticipated that the gesture recognition system may make use ofone or more of the aforementioned detection scenarios and/or DetectionDevices to personalize vehicle and/or comfort settings for one or moreindividual of a vehicle. For instance, the temperature sensors and/orinfrared sensors may detect that one or more individuals are runningcool (e.g., below preset temperatures and/or baseline data collected forthe one or more individuals). In response, the gesture recognitionsystem may alter the temperature of the vehicle climate control systemfor one or more zones of the vehicle. In this case, altering thetemperature may be activating an heater for the one or more zones.Additionally or alternatively the temperature sensors and/or infraredsensors may detect that one or more individuals are running hot (e.g.,above preset temperatures and/or baseline data collected for the one ormore individuals). In response, the gesture recognition system may alterthe temperature of the vehicle climate control system for one or morezones of the vehicle. In this case, altering the temperature may beactivating an air conditioner for the one or more zones. In someembodiments, the gesture recognition system may make adjustments tocomfort setting based on other variables, including but not limited toambient temperature, outside temperature, forecast temperatures,individual preferences, baseline data, and the like. In one embodiment,the gesture recognition system may recognize at least one individual andmodify vehicle and/or comfort settings associated with that individual.In some embodiments, one or more individuals may be recognized based onat least one of the one or more individuals' weight, temperature, heatsignature, height, facial structure, voice, and combinations thereof. Insome embodiments, one or more individuals may be recognized by deviceand proximity of a device inside, near, adjacent to, or apart from azone. It is anticipated that a vehicle may comprise one or more zones.In one embodiment, the one or more zones may be inside, adjacent to, oroutside a vehicle.

Applications:

Referring now to FIG. 6 an embodiment of the present disclosure shows anapplication store 2 and interface for a vehicle. Similar to applicationstores and interfaces for smart mobile phones and devices, the presentdisclosure is directed to an application store (a.k.a., app store) wherevarious vehicular and other applications can be purchased and installed.

Specifically, the present disclosure is directed to an app store forautomotive, and other, applications. In some embodiments a user mayvisit an app store and download custom designed applications directed toGPS/Location services, Computing (trip computers, car information andstatus reporting, maintenance, tire pressure and performance monitoringetc.), Graphical User Interface Displays (Customized ControlLayouts—designed by industry leaders, Handicapped and AccessibilityInterfaces—Larger controls/fonts/voice support), and other applicationsfrom a console and/or other device associated with the vehicle.

It is anticipated that the present disclosure may use a communicationschannel or multiple channels available to the vehicle to make anapplication store purchase and download. Moreover, this purchase anddownload could be effected through the use of at least one individual'sphone associated with the vehicle.

FIG. 7 shows a device 76 sharing an application and/or media with avehicle console 4 in accordance with an embodiment of the presentdisclosure. In some embodiments, a protocol for communicating tonumerous devices and sharing data is disclosed. Specifically a phoneand/or other device may share multiple applications, data, media, andthe like, that is exchanged through a recognized communication protocol.As can be appreciated by one skilled in the art, the seamlessinteraction between a vehicle console and a smart phone and/or otherdevice provides greater integration with an individual.

Referring now to FIG. 8, an in-cloud and pull and/or push connection forvehicle multimedia is shown in accordance with at least one embodimentof the present disclosure. Described is a system directed to pushinginformation from a smart phone and/or other device 80 to a vehicleconsole 4 via a cloud-based (personal or service) connection. Inparticular, the association between the smart phone and the vehicleenables information from the cloud to be pulled or pushed through thedevice to the vehicle console. It is anticipated that media may also bepushed from a device to the vehicle console regardless of cloudconnection.

Typically, when music is purchased from iTunes®, and/or other service, adevice must be authorized or otherwise associated with a specificaccount in order to play content. This association was originallydesigned to limit fraudulent activity, but it consequently results in alimited number of devices that an individual may use to access content.An embodiment of the present disclosure is directed to using an alreadyauthorized device to push music and other content to a vehicle consoleor pull music and other content from the server to the console. This“push” type of communication and associated access of content conformsto the original intent of “device authorization,” while also providingconvenience to an authorized user to play content without requiringadditional and cumbersome “activate-deactivate” steps. In someembodiments, any number of devices may be associated with a vehicle andmay push data to the vehicle console.

FIG. 9 depicts a music streaming application in accordance withembodiments of the present disclosure. Currently, a particular radio mayhave access to XM, AM, FM, and in some cases “Streaming Audio”capabilities through separate sources. However, it is necessary tochange the input on a console 4 to receive the information and musicfrom a specific source.

It is an aspect of the present disclosure to provide a console capableof compiling and playing music and information in a general and/orspecific category. It is anticipated that the console may adaptivelyselect the source 84 providing the content according to specific rules,such as music type. For example, the console may select the strongestsignal, or highest quality of channel from one or more transmissionsources. Furthermore the data is collected regardless of the source andrepresented by icons 88 (independent of source) on the console. Theseicons may be selected by the user to access content. In oneconfiguration, the icon corresponds to a type of music (here “Rock”).The music can be band and/or communication mode independent. Forexample, a “classical music” icon indexes and/or links to all classicalmusic channels, whether AM, FM, streaming, XM, etc.

In some cases, a user may be listening to one station/source whileinformation is being received and cached from another station/source. Inthe event that the first signal is lost, the cached signal may play.Additionally, the system may adaptively “signal surf,” for a givencategory, to determine the best channel to receive the highest or bestquality signal (e.g., S/N ratio, stream or radio wave). Moreover, thesystem may be able to determine that a reception limit is being neared(by pilot signal back or GPS location) and may push delayed broadcastinformation or other content to a vehicle computer to be cached andlistened to after coverage is lost.

Tracking:

In general, the present disclosure is also directed to using devices,software, and/or systems for tracking at least one vehicle's behaviorand analyzing this tracking information to provide data related to avehicle's user and/or the vehicle itself. These data may be accessed bya user, individual, law enforcement agency, insurance company, and/orthe vehicle to provide information dependent upon predefined rules.

FIG. 10 illustrates the operation of a vehicle system where theactivation of a mobile phone and other connected device features isdependent on specific laws in accordance with embodiments of the presentdisclosure.

Currently, drivers and other vehicle operators can use their vehicleswhile texting, talking, surfing the Internet, streaming video, andgenerally using their mobile phones in contradiction of local, state,federal, and other laws. In addition, use of certain features may alsobe limited by specific employment contracts.

One aspect of the disclosure is further directed to an intelligentsystem that recognizes when a vehicle operator is in motion anddeactivates specific features on the mobile device accordingly.Additionally, it is anticipated that the vehicle may reactivate thesedeactivated features once the vehicle is in a state of rest and/orparked. For instance, the system may use the GPS/location informationfeatures alone or in conjunction with vehicle information (speed,parking sensors, transmission setting, etc.) to determine if a vehicleis in motion and may disallow or deactivate use of texting, videostreaming, and other applications. Once the vehicle is determined to bein “Park” or otherwise in motion, the applications may be allowed andreactivated.

These features may be controlled in accordance with local, state,federal, and other laws as well as administrative agency laws and/oremployment contracts. Laws can be interpreted by the geographicallocation of the vehicle. Geographical location may be determined by thedevice's location-based features, the vehicle's location-based features,a location signal, and/or combinations thereof. The location-basedfeatures may include a GPS, WiFi access point, cell tower, and the like.

Control begins in step S1000 and continues to step S1010. In step S1010,a determination is made whether the vehicle is parked. If the vehicle isparked, control continues to step S1060 where a certain number offeatures can be activated and used. If the vehicle is not parked,control continues to step S1020 where a determination is made whetherthe vehicle is moving. If the vehicle is moving, control continues tostep S1050 where a certain number of features are allowed with controlcontinuing to step S1040 where the control sequence ends.

If the vehicle is not moving, control continues to step S1030 wherefeatures are disabled/enabled based on one or more rules as discussed.Control then continues to step S1040 where the control sequence ends.

Referring now to FIG. 11 an insurance tracking system 1104 is shown inaccordance with at least one embodiment of the present disclosure.Currently, responsible drivers pay inflated insurance premiums becausethe insurance industry cannot guaranty a particular driver's adherenceto the law or general driving behavior. To address this concern, currentinsurance companies may allow a driver to install a device in a vehicleto randomly monitor behavior. This device can only monitor certainfunctions and requires the installation of a device separate from thevehicle's ecosystem.

The present disclosure is further directed to using various datacompiled by the system and stored in database 1108 to analyze factorscontributing to an individual's driving behavior and/or habits. In theevent that an individual wishes to receive better insurance rates forresponsible driving, a lower quantity of driving, or other good drivingindicators, the driver may agree to provide insurance trackinginformation. The insurance tracking system may consider GPS 1130 andother location-based information (to compare actual speed with speedlimit data or other rules in rules module 1116), g-force sensors (todetect rapid acceleration, hard turns, etc.), perimeter sensors (todetect close-calls, inattention while changing lanes, etc) 1140, inorder to determine conformance with the good-driving terms establishedby an insurance company. Because the device may be integrated, and/orassociated, with the vehicle's ecosystem, total behavioral data may berecorded and sent in real-time to a receiving module/communicationsmodule 1112 and optionally forwarded to one or more of the server 120and repository 1150. Moreover, the system may detect the user andprovide accurate information for each user of a vehicle.

FIG. 12 shows a law enforcement monitoring system in accordance withembodiments of the present disclosure. Currently, those who breaktraffic laws are detected by combinations of video surveillance,radar/laser detection, and/or police officers actively monitoringtraffic offenses.

Additional aspects of the present disclosure are directed to a systemwhere a police officer and/or rule trap sensor 1204 can “ping” orinterrogate an automobile 1208 automatically for information that can becollected and stored in an appropriate storage device relating to itsspeed and driving conditions. By comparing this received data from theautomobile to known data relating to stop signs, speed limits, and thelike, a decision can be made on whether the law has been broken. Forexample, the sensor itself may not necessarily determine the speed of avehicle. The sensor (Rule Trap) asks the vehicle to respond to thesensor with the vehicle's speed and possibly other information.Therefore, the speed detection is achieved through responding to asensor's question and the vehicle's answer. It is anticipated that aspecific sensor may use alternate detection methods to verify theaccuracy of a received signal. For instance, if a vehicle is asked torespond with a current speed value, and does so, the sensor may send aradar signal to verify the response. If the response does not match theverification signal, a note is made of the anomaly and the data isrecorded. This data may be used by law enforcement to later identifyvehicles that are malfunctioning and/or have been compromised.

This data returned to the rule trap 1204 can be accompanied by one ormore of time stamp information, location information, pictureinformation, driver information and in general any information that isrecordable by the vehicle 1208. The information collected by the ruletrap can be used for any purpose such as law enforcement, insurancemonitoring, a good driver rewards system, etc.

As can be appreciated, the applications disclosed herein may be affectedby the geographical location and/or movement of a vehicle. In someembodiments, a vehicle may cross a jurisdictional line where differentlaws exist that concern behavior in or about vehicles. These laws may bestored in a database on-board and/or remotely accessible by the vehicle.A vehicle may use its location-based features to determine theappropriate applicable laws and enable or disable certain features to auser. For example, in the event that an individual crosses a state linewhere the local laws prohibit texting while driving, the vehicle maydisable texting for the vehicle operator. This blocking would notprevent others in a vehicle from texting, and if allowed may provide forthe operator to continue to send voice-activated texts, etc. Movementand location of the vehicle may be determined using location-basedfeatures as described herein. Moreover, to prevent false blocking offeatures, a specific user device position may be determined by sensorson the device, sensors in the vehicle, and/or combinations thereof.Although described with reference to blocking the texting ability of aspecific user, it can be appreciated that the ability to surf theInternet, view photos, access streaming content, and other predetermineddistractions may also be disabled.

FIG. 13 depicts an etiquette suggestion application 1304 in accordancewith embodiments of the present disclosure. It is an aspect of thepresent disclosure to provide a system that is capable of analyzing byrules engine 1312 all available information from one or more sensors1320 related to driving and vehicular operation etiquette and makessuggestions based on the outcome of the data analysis. As will beappreciated, the analysis can be offloaded with the assistance of thecommunication module 1316 and network 10 to one or more servers 1324,with the recommendation(s) being returnable to the vehicle for one ormore of verbal or graphical presentation to the driver.

In some embodiments, if the vehicle is blocking faster traffic in thefast lane, the system 1304 may suggest to carefully change lanes.Additionally, if the user is known to not use turn signals, the systemmay remind a user during, after, and/or before a turn to use the signal.The system may also detect fast approaching vehicles and suggestchanging lanes, increasing speed, etc. Data relating to driving behaviormay be recorded at times and stored in database 1308 and/or in server1324 for use with this etiquette suggestion system.

Location-Based Communications:

Additional aspects of the present disclosure are directed to vehiclesthat may make use of a plurality of sensors to achieve variousfunctions. These sensors may make use of GPS, WiFi access points, celltowers, gyroscopes, accelerometers, RF, radar, light, temperature,pressure, sonic, ultrasonic, and the like, to determine a number ofconditions. It is anticipated that these sensors may exist as part ofthe vehicle, be attached to the vehicle, and/or be associated with adevice separate from or separatable from the vehicle. In some instancesthe sensors included with mobile devices that are associated with avehicle may be used to provide information to the vehicle ecosystem.

FIG. 14 depicts a parking space finder in accordance with embodiments ofthe present disclosure. In some embodiments, parking meters 1404 may usea series of sensors (not shown) to determine whether a spot associatedwith a meter is vacant or occupied and optionally if the spot has beenpaid for. This data can be retrieved by certain phones 1408 and/or otherdevices and may be interpreted by a user to find open spots.Additionally, this data may be interpreted by at least one systemassociated with a vehicle. It is anticipated that one embodiment of thepresent invention is directed to reserving parking spaces in conjunctionwith the reservation module 1416 through the service.

In some embodiments, parking lots and/or spaces may use a plurality ofsensors to provide occupancy information. These sensors may includepavement sensors, solar, weight, magnetic, video, and other sensingelements to sense a vehicle's presence and/or lack thereof.

Referring to FIG. 15, a parking meter status application and associateddevices are provided in accordance with embodiments of the presentdisclosure. In some embodiments, a parking meter 1504 may provide statusinformation to a device 1508 when a device 1508 is “introduced,” such asby a “handshake,” to the meter 1504. Introduction of a device 1508 canbe established via NFC (Near-Field Communications), the Internet, textmessage, credit account association, Bluetooth®, and/or othercommunication protocol. The user of a device may elect to receive alertsbased on certain conditions. In some embodiments, these alerts may beautomatically provided to the introduced device. The device 1508 and/ormeter 1504 may be programmed to terminate communication upon somestimulus and/or a predefined condition.

It is a further aspect of the present disclosure to associate a userwith a specific parking meter and elect to receive alerts, pay the metervia cell phone and/or credit transaction, and monitor the status of themeter. A typical alert may be sent to a smart phone and/or other deviceto read as follows “Your meter will expire in X minutes.” It is alsoanticipated that tickets may be automatically written and sent to thehome address of the user who “introduced” the phone to the meter.Furthermore, once a device has been introduced to a meter, the meter mayrespond to the phone with various information relating to the meter,parking time allowed, costs, ticket cost for nonpayment, replenishmentvia replenishment application 1512, and the like. The current meterdisplay itself may be provided to the user's communication device. Theparking meter itself may post its current status on the Internet orbroadcast it to nearby vehicles to inform them that it is expired andpotentially corresponds to an available parking space.

FIG. 16 depicts an object sensing system in accordance with embodimentsof the present disclosure. The present disclosure describes acommunication between a vehicle 1608 and a pedestrian 1604, cyclist,and/or other vehicle 1612 user to determine presence. This communicationmay be based on information beyond vehicle proximity sensing. Forexample, a phone may use its location-based information and/orassociated sensors to determine position and at least one travel vector.The phone may send a ping message asking if there is anyone adjacent tothe vehicle. In response, nearby phones, devices, and/or vehicles mayrespond with a presence indication. It is anticipated that the vehiclecould also send this ping message. In some embodiments, the presenceindication may include, but is not limited to, information such as adevice's location, travel vector, distance to response device, anddevice type.

FIG. 17 depicts a proximity warning system to determine and alert thepresence of adjacent vehicles in accordance with embodiments of thepresent disclosure. In particular, the present disclosure allows avehicle 1708 to communicate with vehicles (1712, 1716) in a determinedproximity of the vehicle. Specifically, a vehicle 1708 may provideinformation to adjacent vehicles (1712, 1716)(or objects 1704) and can“daisy-chain” back to a given user to transmit general trafficinformation back up the chain. In one embodiment, each vehicle is a nodein a network of vehicles. This network of vehicles may beself-configurable and self-healing. In other words, there is no centralpoint of intelligence required because the nodes are distributed amongdifferent vehicles. It is anticipated that each vehicle only needs toknow the information from surrounding and/or adjacent vehicles.

As can be appreciated, data relating to the presence of a vehicle may beobtained from a number of different systems in a number of differentways. For example, the system may use timed radio waves, poll variousGPS units and information and perform calculations of speed, location,direction, collision/safe stop, airbag status, etc., to relay valuableinformation throughout the daisy-chain. As a further example, if atleast one vehicle is traveling in the wrong direction, against the usualflow of traffic, other vehicles may be alerted by receiving informationfrom the at least one vehicle travelling in the wrong direction. Inaddition, information gleaned from the response and actions of othervehicles may be relayed to each vehicle. Therefore, if other vehiclesare slowing, pulling-over, and even stopping, adjacent vehicles arealerted of these actions.

FIG. 18 illustrates a sensing method where elements and usage may becontrolled based on environmental factors in accordance with embodimentsof the present disclosure. Specifically, an aspect of the presentdisclosure is directed to the control of vehicle sensors to conserveenergy usage and data transfer based on multiple factors. In oneembodiment, it is anticipated that certain sensors do not need tocontinually operate at times of the day and/or days where traffic isminimal. For example, the system may observe that traffic is extremelylight in a given area, and/or because the car is in motion at a time ofthe day (e.g., 2:00 am) certain sensors may be controlled to sense, orsample, less frequently. It is further anticipated that certain sensorsmay be deactivated completely depending on the conditions. Factorscontributing to this intelligent energy-saving feature may be based onsensed vehicle access, time of day, traffic info from, for example, aGPS service, reported conditions from other users, and the like.

In accordance with embodiments of the present disclosure, data obtainedfrom the use of these sensors may be applied to map updates.Specifically, sensors may be directed to relay specific informationduring nonpeak times. This information may include map comparisonsrelating to road position, lane number, and size. It is anticipated thatall of this data may be compiled with a combination of vehicle sensors.Additionally, sensors on lane dividers, signs, and other markings maycommunicate with a vehicle to provide more information relating to map,and other, data.

Control in this exemplary embodiment begins in step S1800 and continuesto step S1810. In Step S1810, data is collected from one or more devicesand/or sensing elements. Next, in step S1820, one or more of datacollection and sensing behavior can be determined based on one or morerules. Then, in step S1830, behavior rules are implements for a timeperiod and/or a number of cycles. Control then continues to step S1840.In step S1840, a determination is made whether the timer/cycles/secondshave expired. If they have not, control jumps back to step S1830otherwise control continues to step S1850 where the control sequenceends.

FIG. 19 shows a system 1900 that may be used to determine an accuratelocation of a vehicle 1902 in accordance with embodiments of the presentdisclosure. Currently, a smart phone may be used to record informationrelating to a parked vehicle. However, this information is typicallyinput by a user and resides with a phone. It has not been disclosedheretofore that a vehicle provides information relating to its specificposition using data in addition to that provided by a GPS unit.

It is an aspect of one embodiment of the present disclosure that avehicle 1902 may use multiple sensors 1904 to determine its currentlocation and relay that position via communications module 1908 to asmart phone 1912 and/or other device 1916. Specifically, in addition toproviding GPS or other location information (via cell towers, and/orWiFi access points, etc.) the vehicle may use temperature sensors,altitude sensors, barometric pressure sensors, and the like, todetermine whether the vehicle is located in or near an undergroundstructure, under a tree, or other landmark. An exemplary use of such asystem may have application when parking a car at an airport or shoppingarea. If the vehicle is parked underground in the summer, thesurrounding temperature may be cooler than ambient temperatures. Thiscomparison may be made by comparing data obtained from vehicle sensorswith data obtained regarding the local ambient temperature.

Hardware:

Referring now to FIG. 20 a universal bus 2004 is described in context ofa vehicle communication system in accordance with embodiments of thepresent disclosure. The universal bus 2004 may have wired 7 and wireless9 aspects that enable communication with multiple devices 2008.Currently, a single user may pair a (smart) phone or other device with avehicle via Bluetooth® or other wireless communication protocol.Unfortunately, in the case of a vehicle that is enabled to shareinformation between individuals through the interface of a vehicleconsole, or other display, it would be advantageous to connect more thanone device via Bluetooth® or other connection protocol.

In one embodiment the universal bus 2004 is directed to a protocol andprocedure whereby a plurality of phones and/or devices 2008 such ascommunication or multimedia devices can connect to the console andvehicle system via Bluetooth® or other wired or wireless protocol(s).For example, if a user wishes to use the speakerphone capabilities of anautomobile, the universal bus 2004 will allow one or more users toconnect to the Bluetooth® (or other connection protocol) connection andprovide for functionality to the user(s). In addition to sharingfunctions associated with the automobile, the users may exchangeinformation along the same universal bus. The universal bus can alsocommunicate with or using a CAN bus (controller area network) (orcomparable CAN network protocol) which is a bus standard designedoriginally designed for vehicles to allow microcontrollers and devicesto communicate with each other within a vehicle without a host computer.

In another embodiment, the universal bus may include hard-wiredconnections. These connections can be used in a similar manner to enablecommunications between multiple devices and a vehicle console and/orsystem. It is anticipated that the universal bus, in any embodiment, mayallow for the sharing of data, information, media, and functionality ofdevices.

FIG. 21 depicts a mobile network of a vehicle 2104 in accordance withembodiments of the present disclosure. Currently, some vehicles providefor the ability to create one or more mobile hot spots. These hot spotsallow individual users to connect to the Internet with a device of theirown. However, these hot spots rely on the Internet to connect users andas such do not provide a network for individuals to communicate in theevent of no Internet connectivity.

In some embodiments the present disclosure is directed to an internalautomobile network 2108 created for users associated with (such asriding in) a vehicle 2104. It is anticipated that the network is notnecessarily required to connect to the Internet. However, once anindividual associates a device 2112, 2116, 2120, 224 with the vehicle2104, the vehicle may create a local area network for associateddevices. It is anticipated that devices can be selectively associatedand disassociated through the vehicle and/or its console. Moreover,association with a specific device may be provided on a temporary and/orpermanent basis. If temporary, the device association may timeout aftera predetermined time period has passed.

FIG. 22 depicts a universal console chassis 2204 in accordance withembodiments of the present disclosure. In some embodiments, a consolechassis 2204 is provided that is capable of receiving different inserts2208, 2212 to provide functionality to the overall system. It isanticipated that the chassis 2204 may include a basic frame, rack slots,and common connection points 2216. The frame may reside behind theconsole display or elsewhere in a vehicle. The rack slots may be sizedto accommodate one or more inserts. In another embodiment, an insert maytake up one or more rack slots. The connection points may include atleast one locking feature, and an insert release feature. Additionally,the connection point may also include a standardized electrical and/ormechanical connection interface.

For example, a vehicle may not be originally specified with a GPS and/orlocation-based services, but a GPS/Location Services unit may be addedto the console. Inserting a unit may be similar to inserting a bladeinto a server rack. The universal console chassis may be designed tohold any number of units that can be easily removed and reconfigured byplugging into the one or more rack slots that is part of the frameworkof the universal console.

Location-Based Communications:

FIG. 23 depicts a central repository 2304 for vehicle information inaccordance with embodiments of the present disclosure. Currently, cardrivers have the option to sign up for a service like General MotorsOnStar® to remotely unlock cars, and provide other features such asremote start, tracking vehicles, and/or locking cars, etc.

In some embodiments, the present disclosure is directed to a centralrepository 2304 that can be used in conjunction with an individualvehicle (2308, 2312, 2316). The central repository 2304 may be storedon-board the vehicle and/or remotely. In the event that the centralrepository 2304 is stored remotely, it may be supervised by a lawenforcement agency, or secure administrative agency. It is anticipatedthat strong security procedures may be employed to avoid hacker attacks,especially if stored at a remote central repository like the Departmentof Motor Vehicles (DMV), or other security-approved location. In theevent that a vehicle is stolen, the true owner of a vehicle may proveownership to the central repository and locate, lock, shutdown, etc.,the vehicle.

In another embodiment, a police device may communicate to anothervehicle to slowly reduce that vehicle's speed, shutdown the engine, cutpower, etc. The communication can be securely effected using uniquecodes or other cryptographic techniques. Moreover, the communication maybe through a server associated with a central repository. It isanticipated that the module controlling these functions is securelyguarded and designed to prevent hacking attempts.

FIG. 24 depicts a real-time traffic system 2400 in accordance withembodiments of the present disclosure. Currently, vehicle operators, canreceive general traffic information from a service like XM or Siriusradio. This service provides traffic information received and relayedfrom static monitors to an XM or Sirius device installed in anautomobile.

It is an aspect of the present disclosure to provide a central database(such as XM or Sirius traffic) with traffic information from 22408obtained from vehicles and associated devices 2404. This information maythen be relayed to vehicles 2412 in real-time. Data obtained from theoperation of any vehicle may be used in determining traffic conditions(signal breaking, speed, etc.). Specifically, the daisy-chain networkand sensors previously described can provide information to be used ininterpreting the real-time or near-real time traffic conditions. Forexample, several vehicles slowing to a stop could indicate an accidentor emergency that could be relayed to the public. The real-time trafficsystem would then correlate the information and provide the collectedand correlated traffic information to the public, such as by a broadcastor push or pull signaling mechanism.

Additionally, the availability of this data may be limited todissemination to a select few. For example, those who contribute datarelating to traffic may be those who can receive information relating tooverall traffic conditions. Otherwise, the signal may be blocked toothers, those who do not activate the feature, and/or participate in theinformation collection, etc.

FIG. 25 depicts a system where map data is updated 2512 from vehiclesand associated devices 2504 according to embodiments of the presentdisclosure. Currently, map data and directions may be provided to avehicle by GPS units, map disks, or a GPS service. However, the data canbecome old and incorrect as time passes.

In accordance with the present disclosure, a system where map data isupdated based on information provided by other users and vehicles isprovided. Specifically, the system may get updates on mapped areas byreceiving information 2508 provided by a plurality of devices 2504.Additionally, the system may make corrections to map data providingaccurate data over time, such as if there is construction or a detour.

In some embodiments, the automobile may track where you are currentlylocated. If the GPS unit provides specific directions to a vehicle andan individual takes a route that does not follow the directionsprovided, the area may be flagged for further investigation. The areawould be flagged because failure to adhere to provided directions mayindicate inaccurate directions and/or changed conditions. The flaggedareas may then be compared to other users' behavior and travel patterns.This data may also be collected relating to other settings, includingparking lots, store front locations, etc.

Furthermore, the map updating function may suggest alternate routes inaddition to or alternatively to standard map routes. These alternateroutes may be generated by: 1) the GPS unit, 2) past driver data, 3)compilation of data from other users/drivers, and 4) combinationsthereof. These routes may also be coded according to the routesuggestion type and source. For example, your current location, orsource, is X, and you want to get to destination, Y; different routesare provided using a combination of GPS location and other data coded inalternate colors/numbers/or other identifiers.

It is an aspect of one embodiment of the present disclosure, to alsomeasure standard travel times for routes and store them against specificdays and times. If a vehicle travels to a location (e.g., work) at aspecific time every day, it can determine traffic patterns, stoppage attraffic lights and stop signs, and the like. This data can be aggregatedwith multiple users' devices and vehicles to get and project morerealistic arrival times and routes. Standard GPS units and services with“real-time” traffic cannot perform this function well if at all. Usingdates in the compilation of traffic data and predicted times isimportant because a specific date may provide a better prediction oftraffic conditions. By cross-referencing a particular date againstpopular holiday and/or vacation months traffic conditions may be moreaccurately predicted. Further, the system may use the sensors associatedwith the vehicle to determine estimated traffic times based on currentweather and/or road conditions. Alternatively, the weather conditionsmay obtained by connecting to a source(s) providing data from weatherstations and sensors remote from the vehicle.

It is anticipated that a device associated with a vehicle may receivetext alerts on the best time to leave, based on real-time trafficconditions and predictions. In one embodiment, the predicted traffic forat least one future time period may be provided to a device at a certaintime, such as 30 minutes before someone leaves for work. For example, auser with a device associated with a vehicle may receive an alert thenight and/or day before traveling to provide traffic predictions by thehour, minute, or any fraction thereof. Additionally, a user may desireto receive an alert listing predicted traffic times for a given futuretime period. In one application, a user may receive a predictionschedule for the week ahead before venturing into traffic.

FIG. 26 depicts a vehicle ecosystem capable of providing accurateindications for purposes of service and maintenance in accordance withembodiments of the present disclosure. Currently, vehicles may offer awarning light and/or series of lights to provide information to a userregarding vehicle condition. These lights may have a multitude ofmeanings that may require further inspection by a mechanic or otherqualified individual. In order to interpret and decode the meaningsbehind a light combination, the user is routinely required to consultthe owner's manual, the Internet, or to call the dealer. In some cases,these lights are only maintenance reminders and need not be immediatelyaddressed. However, in other cases, the lights are urgent and requireimmediate attention.

It is an aspect of one embodiment of the present disclosure to providean Internet enabled car that is capable of transmitting vehicle codes,error code readings, and to remotely diagnose and display these codes toa user and/or a mechanic. This diagnostic information may be performedon-board and/or remotely. It is anticipated that the information may beaccessed according to chosen preferences. Additionally, it isanticipated that based on the type of warning/error code, the system maysuggest a recommended course of action. For example, if the error codeindicates a severe or catastrophic failure the system may suggest topull-over, stop the car, and proceed to a safe area away from theautomobile.

In some embodiments, the system may provide “conversational” warnings toa user. These warnings and associated codes may also be simultaneouslytransmitted to a selected garage and/or postponed for approval totransmit to the nearest garage (either wired or wirelessly). Inaddition, the system may estimate an approximate time to fix (based onpast garage fix times, garage inventory, severity of problem,combinations, etc.) and make appropriate suggestions. For example, thesystem may provide the conversational warning “Please do not be alarmed,your engine is running slightly low on oil; there are four garages inthe general area. You have time to get a cup of coffee while you wait;here are three coffee shops in the immediate location” and/or “Itappears that the rear left suspension is malfunctioning and the upperstrut will need to be replaced. It is noticed that you are greater than80 miles from home, would you like to book a reservation at a localhotel? There are five hotels in the area rated three stars or above.”

In accordance with one exemplary embodiment, control begins in stepS2600 and continues to step S2610. In step S2610, maintenance/warningcodes are received and interpreted. Next, in step S2620, theconversational meaning is determined and related to the vehicle. Next,in step S2630, one or more other factors related to the warning codesare determined. Control then continues to step S2640.

In step S2640, conversational advice is provided to the vehicle. Next,in step S2650, one or more codes are logged and optionally transferredto a select entity or entities. Then, in step S2660, the codes aretransferred on a predetermined stimulus. Control then continues to stepS2670 where the control sequence ends.

FIG. 27 depicts a vehicle ecosystem 2700 capable of exchanginginformation with public records databases 2704 for the purposes ofgeneral awareness in accordance with embodiments of the presentdisclosure. Currently, sexual predators and other offenders mustregister with a “sexual predator database” or other database to alertthe public of their home location. However, there is nothing thatcontinually tracks a sexual predator or alerts others if a sexualpredator is nearby in his/her car.

It is an aspect of one embodiment of the present disclosure that asystem is capable of connecting to a sexual predator, and/or other,database and using patterns and/or real-time data to determine predatorwhereabouts. Using information relating to a home position of a sexualpredator and comparing that position to a given automobile's repeatedpark position, the system may make a connection between a predator and agiven vehicle 2708. In the event that a vehicle is parked near apredator's home location, recorded in the sexual predator database, thevehicle may associate itself with belonging to the sexual predator.Others may then be warned of the sexual predator's location depending onthe location of the associated vehicle.

Another embodiment anticipates using an additional check to verify thatthe predator's home is truly associated with the appropriate vehicle.For example, if the sexual predator lives in an apartment building withmultiple parking spaces, extra data points may be used to not falselyassociate cars with sexual predators. In this instance, the system mayrecord whether the automobile has parked near a known sexual predator'swork location as an extra factor to add to the accuracy of identifyingthe true sexual predator. Additionally, the vehicle ecosystem may makean assumed association and attempt to verify the information beforemaking the information public by sending a verification request to asexual predator registry and ask if the sexual predator is actuallyassociated with the vehicle. Although described as relating to sexualpredators, it can be appreciated by one skilled in the art that theapplication may also apply to other known criminals, violent offenders,and other individuals who may be found in public record databases.

Additional Embodiments

In accordance with additional exemplary embodiments of the presentdisclosure a driving reputation system is further disclosed. As avehicle collects information from associated sensors and devices, datamay be stored and related to a specific driver. This related data maycorrespond to a driving reputation. For instance, a vehicle operator mayobtain a lower reputation if that vehicle operator is known to driveerratically, make sudden stops, avoid using signals, and/or constantlyspeed through school zones, and the like.

It is anticipated that reputation data may be compiled by the vehicleand/or associated systems. Alternatively, or additionally, vehicleoperators may report on least one driver's behavior by sending a signalto a central repository. This central repository may analyze thereported data and cause at least one driver's behavior to be reflectedin a reputation “grade.” In some embodiments, vehicle operators mayreport good, bad, and/or both types of behavior. For example, if adriver yields to another driver, waives thank you, and/or providesanother driver space to enter into a lane, the other driver may reportgood behavior about the driver. In addition to communicating reputationto a repository, it is anticipated that one vehicle may communicate withanother to report and/or exchange information regarding vehicleoperation reputation.

FIG. 28 illustrates, in greater detail, the parking space finderembodiment discussed herein. More specifically, FIG. 28 illustrates anexemplary operational environment that includes one or more parkingmeters, such as parking meters 2804, 2808, etc., a vehicle 2816 thatoptionally includes reservation module 2820, server 2812, communicationsdevice 2814, a tablet or PC-type computing device 2824, allinterconnected via one or more links 5 and networks 10.

In accordance with one exemplary operational embodiment, vehicle 2816forwards a request for parking spot availability to server 2812. Theserver 2812, can respond to the vehicle asking, for example, the driver,to provide an indication as to where they are seeking a parking spot. Inaccordance with one exemplary embodiment, this is performed by queryingthe driver via, for example, a communications channel that can either beassociated with the vehicle 2816 or the communications device 2814.Alternatively, or in addition, the server 2812 can query, for example, aGPS device associated with the vehicle and determine from the GPS devicewhat is the currently programmed destination the vehicle is travellingto. With this information, server 2812, as discussed hereinafter ingreater detail, can determine available parking spots for the indicateddestination. In accordance with an optional exemplary embodiment, theserver 2812 can also query as to the preferred proximity to thedestination the driver would like to be in. For example, server 2812could query the driver as to whether they would like to be one block,two blocks, or some other distance from the destination. This settingcould also be stored as a rule such that every time a user is lookingfor a particular parking spot, the system, and server 2812, knows thatthe user wants to be within a specified distance of the destination.

With this information, the server 2812 determines the geographic area toquery and then queries status information associated with parking meterswithin that geographic area to determine availability. As discussed,this availability can be determined based on one or more of parkingmeter status, and one and more sensors associated with the parking meterto determine whether or not there is a vehicle parked in a parking spaceassociated with the parking meter. Once the available parking spots aredetermined, the server 2812 can provide one or more of parking spotinformation to the driver in one or more of a text or audible format,can update the GPS associated with vehicle 2816 to, for example, providethe vehicle specific directions on how to arrive at the availableparking spot or, in general, provide communication in any availableformat to the user of vehicle 2816 to assist them with locating theavailable parking spot.

As will be appreciated, since parking spot availability can change on afrequent basis, server 2812 can remain in communication with vehicle2816, communication device 2814 or tablet/PC 2824, as well as theparking meter, and continuously update the available parking spotinformation on, for example, a regular or predetermined basis. Inaccordance with one optional exemplary embodiment, the updating of theavailable parking spot information only occurs if the parking spot thatwas previously identified as available changes to unavailable. Thesystem could then automatically provide the user with anotherrecommendation for an available parking spot in the same manner asdiscussed above.

As illustrated in FIG. 28, there is an optional display 2828 thatgraphically illustrates a map with not only the location of the parkingmeters, but also a status thereof. For example, parking meter 2804 isillustrated as being not available, with parking meter 2808 indicatingthat a parking spot is available as well as another parking meter forwhich no data is available (“?”) and a fourth parking meter with aquestion mark here indicating that the meter is “expiring,” with theassumption being that the meter may become available in the future, butit is not currently available. While display 2828 is illustrativelyshown as being associated with vehicle 2816, it should be appreciatedthat display 2828 could further be associated or on communicationsdevice 2814 or tablet/PC 2824. In accordance with one exemplaryembodiment, the display 2828 is associated with an application runningon communications device 2814, with the application being incommunication with server 2812 to facilitate the update of the parkingmeter status in the display 2828.

In accordance with another optional exemplary embodiment, instead of auser entering the location information, display 2828 can be updated inreal-time, for example, as a user drives around the block looking for anavailable parking space. Here, the system does not receive destinationinformation, but instead determines meter status and parking spotavailability within a predefined geographic area around vehicle 2816.

FIG. 29 illustrates in greater detail server 2812. In particular, server2812 includes a data aggregation module 2904, a query module 2908, aperimeter module 2912, a reservation coordinator 2916, a replenishmentmodule 2920, a database 2924, a status module 2928, a mapping module2932, controller/processor 2936 and memory 2940.

The server 2812 can be connected via one or more links to one or morenetworks 1 that allow for the exchange of data between the server andone or more of the devices illustrated in FIG. 28. In operation, dataaggregation module 2904 receives data from one or more of the parkingmeters, such as parking meter 2804 and parking meter 2808. Theinformation associated with the parking meter is then stored in database2924. This information includes, for example, whether the parking meteris in use, or expired, an amount of time remaining on an “in use” meter,and optionally whether or not a vehicle or object is detected as beingin the parking spot associated with the meter. Additional informationthat can also be included is whether the parking meter is out of serviceor, for example, whether the parking meter is not available due to, forexample, a street closure, construction, or the like.

The query module 2908 receives one or more queries regarding parkingspot availability within a geographic area from a user. The query module2908, cooperating with database 2924, mapping module 2932 and perimetermodule 2912, determines the geographic area in which to look, and thenwith the status module 2928, determines the current status of one ormore of the meters in that area. The results to this query can then beassembled and returned to the querying device in any plurality offormats, as discussed, such as a text or audio message, as informationoverlaid on a map and/or as coordinates, such as GPS coordinates, thatcan then be used by the user to route themselves to the identified freespace.

The status module 2928, cooperating with the data aggregation module2904, stores information associated with the status of the parking meterin database 2924. As discussed, this detection of meter status caninclude one or more of the current state of the meter, such as expired,in use, time remaining, or the like, and can further include informationsuch as whether or not there is an object or a vehicle in the spotassociated with the meter and/or whether the meter is out of service.Various parking meters can be further equipped with technology thatallows the parking meter to forward updated status information to thedata aggregation module 2904 in the event of a change of the status ofthe meter. For example, if there is time remaining on the meter, but themeter detects that a vehicle or object has left the associated space,this information could be forwarded to the data aggregation module 2904,and the status of that meter updated in cooperation with the statusmodule 2928 and database 2924.

In accordance with another exemplary embodiment, the reservationcoordinator 2916 cooperates with the reservation module 820 to allow fora user to reserve a parking space for future use. For example, the usercan query the system for an available parking spot on the 100 block ofMain Street. If a parking spot is available, or becomes available, thereservation coordinator 2916 will initiate a communication to one ormore of the vehicles 2816, communications device 2814 and/or tablet/PC2824, indicating that there is a spot available, and query the user asto whether or not they would like to reserve this spot for future use.If the user elects to reserve this spot for future use, the user couldeither automatically or semi-automatically notify server 2812 that avehicle with a particular identifier, such as a license plate number,would like to reserve that spot for two hours and then optionally havean identifier, such as a license plate number, associated with thatparking spot from a certain start time to an end time. The reservationcoordinator 2916 can optionally forward this identifying information,such as license plate information, to the reserved parking meter whichthe reserved parking meter can optionally display on a display deviceassociated therewith indicating the reservation. Once the reservation isconfirmed, as with the other embodiments, the location of the reservedparking spot can be forwarded to a user associated with the vehicle toenable their parking thereat.

As will be appreciated, payment need not necessarily take place beforeoccupancy of the free space, but rather payment could also occur uponarrival of the user of the reserved parking space or when thereservation is made. If, however, the user does not arrive at thereserved parking space within a predetermined amount of time, the metercould revert its status to free or whatever status is appropriate basedon the current conditions of that parking meter and the associatedparking space. In the embodiment where the user opts to pay uponarrival, the meter could optionally display the license plate number ofthe vehicle and ask the person to insert sufficient funds to pay forthat parking spot for a certain amount of time.

In accordance with another exemplary embodiment, the status module 2928provides status information to a user via, for example, a communicationsdevice such as communications device 2814. Communications device 2814can be any type of communications device, including, but not limited to,a telephone, a smart phone, tablet/PC, text messaging system, a GPSdevice, or in general any device capable of receiving informationregarding the status of a parking meter. In accordance with thisexemplary embodiment, the status module 2928, cooperating with the dataaggregation module 2904, monitors the status of a parking meter that theuser has parked at. Upon parking, the user associates one or morecommunication devices with the parking meter with these communicationdevices capable of receiving status information such as minutesremaining on the meter and/or an expired alert. This association can beperformed in a number of ways including automatically orsemi-automatically, or manually as appropriate.

In accordance with the first exemplary embodiment, the user can open anapplication, enter the parking meter identifier, and optionally theirlicense plate, and the application, knowing an associated phone numberor other identifier of the communication device, have this informationforwarded to the status module 2928 that will allow the server 2812 toupdate the status of the parking meter on the communications device2814.

In accordance with another exemplary embodiment, a user can insert acredit card into the parking meter, the system able to determine acommunications device associated with the credit card number, such as atelephone number or email address that is associated with the creditcard account number, and use this telephone number for updating the userabout the status of spot in which they are parked.

In accordance with yet another exemplary embodiment, the user, uponapproaching a parking meter, or being within a predetermined distancefrom the parking meter, can have an application (“App”) automaticallyinitiated or downloaded to their communications device that allows thesystem to determine to which device status information should be sentto.

In accordance with an optional exemplary embodiment, payment informationcan also be associated with the parking meter that not only allows forinitial payment, but in cooperation with the replenishment module 2920,allows for the meter to be replenished should further funds be requiredto purchase more parking time.

More specifically, the user associates a communications device with aparking meter. Optionally, the user can also associate a payment typewith the meter for replenishment as discussed hereinafter. In accordancewith the first exemplary embodiment, the meter monitors the timeremaining, and upon this time being less than a threshold, generates alow-time remaining signal that, with cooperation of the status module2928 and information in database 2924, such as the phone numberassociated with the parking meter, forwards a notice to thecommunication device indicating a certain amount of time is remainingbefore expiration of the meter. An option can be provided to the user atthis point to allow for additional time to be purchased for parkingusing, for example, a stored associated payment type as discussed.

In accordance with another exemplary embodiment, the amount of timepurchased on the meter can be forwarded to the communication device,with the communication device starting a timer that allows the user tomonitor how much time remains thereon. As with the other exemplaryembodiment, upon the meter approaching the expired status, the parkingmeter can optionally be replenished using, for example, a stored form ofpayment or a new payment type, such as a credit card, entered by theuser.

As with the low-time remaining notification, status module 2928 can alsoforward meter expired notifications to the associated communicationsdevice to alert the user that the time on the meter has expired. As withthe low-time remaining notification, the receipt of the expirednotification can also trigger a query as to whether or not the userwould like to purchase more time which, if selected, can be confirmedwith the cooperation of one or more of the status module 2928 andreplenishment module 2920 as well as the parking meter. As with manytypes of online transactions, the communications device can optionallyreceive confirmation, via a receipt, that additional time has beenpurchased, the amount of time purchased, the amount charged to thepayment type, such as the credit card, and any other relevantinformation associated with the transaction. The receipt could also bee-mailed to an e-mail address or other destination and/or stored on thecommunications device to, for example, allow the user to track expenses.

As will be appreciated, the user may leave the parking spot prior to themeter expiring. The departure from the parking spot can be manuallyeffected by the user disassociating, via a command, the communicationsdevice from the parking meter. In accordance with another exemplaryembodiment, if the user were to remove their vehicle from the parkingspot, the parking meter could automatically disassociate itself from apreviously associated communications device. The meter could then updateits status to available.

In accordance with another exemplary embodiment, the parking meter canautomatically detect the vehicle is no longer present in the spot, orthat a disassociation command has been received, and automaticallyswitch to an “expired” status which would indicate that the parking spotis available to the status module 2928. This could facilitate revenuegeneration for a municipality since time would not remain on the meterafter a vehicle has departed, requiring a new user parking in theparking spot to pay for a full allocation of time.

FIG. 30 illustrates an exemplary method for alerting a user as to anavailable parking space. In particular, control begins on step S3000 andcontinues to step S3010. In step S3010, a request for a parking spot isdetected. Next, in step S3020, the location in which the parking spot isdesired is acquired, for example, automatically from a GPS unit, or auser can be asked to provide general location information. Then, in stepS3030, the user can optionally be asked as to how close to the requesteddestination the parking spot needs to be. Control then continues to stepS3040.

In step S3040, based on the proximity and location information, ageographic area is determined within which parking meter status will bequeried to determine availability. This availability determination ismade in step S3050 with the results thereof provided in one or more ofsteps S3060 and S3070. As will be appreciated, a parking spot may not beavailable at the requested location within the desired proximitythereto. The system could notify the user of this, and ask them toadjust one or more of the proximity and location in an attempt to findavailable spaces with the system continuing as discussed herein tonotify the user of any available spaces that are found.

In step S3060, parking spot information is provided to the user in oneor more of a text format or audible format, such as via a text messageon a communications device, via an in-vehicle audio system, incooperation with a GPS unit, graphically, or the like. Alternatively, orin addition, in step S3070 the location of the available parking spacecan be sent to the user using coordinate data with this coordinate datacapable of being integrated into and on-vehicle GPS system orcommunication device GPS or mapping system, such as to facilitate theuser finding their way to the available parking space.

As will be appreciated, since parking spot availability can change, thesystem can optionally continuously monitor and update the status of theparking spot availability in the same manner, with this updated parkingspot status information capable of being sent to one or more of the userand devices as discussed. Should parking spot availability change, thesystem can re-determine and update parking spot availability based onone or more of a detected change in status, a predetermined timeinterval or based on a user request (see step S3080).

In step S3090, a user can arrive at the spot with control continuing tostep S3095 where the control sequence ends.

FIG. 31 illustrates an exemplary method for a parking meter to providestatus relative thereto. In particular, control begins in step S3100 andcontinues to step S3110. In step S3110, a meter's status is detected,e.g., in use, time remaining, expired, out of order, or in general anystatus associated with the parking meter. Next, in step S3120, an objectcan optionally be detected in the parking space associated with themeter. Then, in step S3130, this status information is forwarded to, forexample, a parking spot status server, a parking meter status server, acommunications device, or in general to any destination to assist withdetermining parking spot availability. Control then continues to stepS3140.

In step S3140, the determination is made as to whether there has been achange in either the meter status or whether an object has entered orleft the associated parking space. If there has been a change, controljumps back to step S3110 with control otherwise continuing to step S3150whether the control sequence ends.

FIG. 32 outlines an exemplary method for replenishing a parking meter inaccordance with an exemplary embodiment. In particular, control beginsin step S3200 and continues to step S3210. In step S3210, acommunications device is associated with a parking meter. Next, in stepS3220, a form of payment, such as a credit card, account number, or thelike, can optionally be associated with the meter. Then, in step S3230,the meter begins monitoring time remaining before expiration. Controlthen continues to step S3240.

In step S3240, a determination is made as to whether there is less thana threshold time remaining. If there is less than a threshold time, suchas 5 minutes, control continues to step S3250 with control otherwisejumping back to step S3230.

In step S3250, the meter generates a low-time remaining signal that isforwarded to the associated communications device, which can optionallyinclude information such as amount of time remaining Next, in stepS3260, this signal is forwarded via any one or more known protocols tothe associated communications device, such as via a telephone call, textmessage, e-mail, instant message, or in general in any manner thatallows for the user to be provided with information as to the timeremaining on the meter. Control then continues to step S3270.

In step S3270, a determination is made as to whether additional timeshould be purchased. If additional time should be purchased, controlcontinues to step S3276 with control otherwise continuing to step S3272.

In step S3272, a determination is made as to whether the meter isexpired. If the meter has expired, a notice indicative thereof can beforwarded to the associated communications device. If the meter is notexpired, control can optionally jump back to step S3250.

If the user would like to replenish or otherwise purchase time on themeter, control continues to step S3276. In step S3276, a purchasedtransaction is initiated with one or more of an associated credit card,an associated account, or a new form of payment entered that allows formore time to be purchased. Then, in step S3278, the meter can confirmreplenishment and optionally provide an indication of the time remainingthereon with control jumping back to step S3230. This time remainingindication can then optionally be forwarded to the device that initiatedthe replenishment action.

As will be appreciated, the user could leave the parking space at anytime. Therefore, at any point within the methodology described in FIG.32, control can jump out to step S3201 where the communications deviceis disassociated from the meter. As discussed, this can be performed inan automatic, semi-automatic or manual manner, and in general can beperformed using any technique that will indicate to the parking meterthat the user is no longer using the parking space.

FIG. 33 outlines an exemplary method for forwarding parking meterexpiration notices to a destination. In particular, control begins atstep S3300 and continues to step S3310. In step S3310, a device, such asa communications device is associated with the parking meter. It shouldbe appreciated however that a communications device need not necessarilybe associated with the meter, but rather a communications destinationcould be associated with a meter, such as an e-mail address, telephonenumber, IP address, or the like. Upon, in step S3320, the expiration ofthe parking meter being detected, in step S3330, a notice indicatingthat the parking meter has expired is sent to the associatedcommunications destination or communications device. Control thencontinues to step S3340 where the control sequence ends.

FIG. 34 illustrates in greater detail a proximity warning systemaccording to one exemplary embodiment. As discussed, this proximitywarning system can be used to alert the presence of adjacent vehicles,or objects, and further optionally allows the vehicle 3400 a method forcommunicating with vehicles or objects that are within a predeterminedproximity of the vehicle. These objects can be, for example, anothervehicle, a pedestrian, a cyclist, and/or other vehicle 3490 determinedto be within a particular proximity to the sensing vehicle. Morespecifically, and as illustrated in FIG. 34, a vehicle 3400 isillustrated that includes one or more sensors 3410, communication module3420, controller/processor 3430, memory 3440, a notification module3450, an analysis/proximity module 3460, and an action module 3470. Inaddition, within the vehicle environment are one or more objects 3490,such as a bicycle, a pedestrian, another car, or the like.

The various sensors 3480 on the vehicle can be used to determine notonly the presence of nearby objects, but also can be used to harvestinformation such as device location, travel vector, distance to detecteddevice, device type, and the like. All of this information can be usedby the vehicle, and in cooperation with the controller/processor 3430,memory 3440, and the analysis proximity module 3460, to make anassessment as to whether one or more of a notification needs to be sentto the driver regarding the detected object, or whether an action needsto be taken in conjunction with the action module 3470.

In operation, one or more of the sensors 3410 and communication module3420 query a sensible area around the vehicle 3400 to determine thepresence of one or more objects. This sensing can be based on one ormore of pinging, optical detection, infrared detection, inductivedetection, capacitive detection, laser-based detection, acoustic-baseddetection, presence information, GPS information, or in general anyinformation that can be used to assist the vehicle 3400 in determiningwhat is in a certain geographic proximity to that vehicle. One exemplarybenefit of sensing nearby objects is to assist with avoiding collisions.For example, dynamically obtained information can be acquired by theanalysis/proximity module 3460, in conjunction with one or more of thesensor inputs, and vehicle trajectory or projected movement informationto determine whether or not a collision is potential or eminent. Forexample, the analysis/proximity module 3460 can monitor wheel direction,turn signal information, travel vectors or the like to determine thecurrent trajectory or possible future trajectory of the vehicle 3400.Combined with inputs from the communication module 3420 and sensors3410, the analysis/proximity module 3460 can then determine whether ornot a collision is likely to occur. If a collision is likely to occur,and in conjunction with the notification module 3450, the driver of thevehicle can be notified. For example, the driver of the vehicle could benotified “don't change lanes, motorcycle in right-hand lane.” In a moreaffirmative action type of scenario, the action module 3470 couldautomatically apply brakes, steer the vehicle, accelerate, or in generalcontrol any aspect of the vehicle 3400 to assist the driver withavoiding a collision. An exemplary benefit of this is that objectspresent in a driver's blind spot can be avoided as well as drivers givengreater appreciation of everything within their surroundings.

In accordance with one exemplary embodiment, the communication module3420 queries, for example via a ping to a communications device, thearea to determine the presence of any other communication devices. Ifthere are communication devices present, communication module 3420 canquery those devices and acquire their device location information,travel vector information, and speed information. With this informationthe analysis/proximity module 3460 can determine whether or not acollision is likely, as well as determine the approximate distance ofthe device from the vehicle 3400. Similarly, device type information cantry be accessed, based on, for example, presence information. Thisdevice type information could correspond to what the detected object isdoing and thus provide information as to what the object is, e.g.,walking=person, riding=bicyclist, driving=car, etc.

While not shown in FIG. 34, the vehicle 3400 can also be equipped with adisplay which can be populated with information regarding the variousdetected objects. Using the exemplary operational environment depictedin 34, the display could be populated with information indicating thatthere is a bicycle at the 2 o'clock position, a pedestrian at the 4o'clock position, and an object at the 7 o'clock position relative tothe direction of travel of the vehicle. The indicators of these variousobjects can be optionally color-coded based on the distance they arefrom the vehicle 3400 as well as highlighted or otherwise identified toindicate that a collision is possible. The approximate size of theobjects can also be calculated from information from the one or moresensors. The display could further be populated with information such asthe distance the object is from the vehicle as well as iconsrepresenting the type of identified object shown on the display orotherwise communicated to the driver. Here, an icon illustrating abicycle could be shown in the 2 o'clock position, an icon illustratingthe pedestrian shown in the 5 o'clock position, and a “blob”illustrating an object shown in the 7 o'clock position. Directionalvectors 3402 could further be provided with these icons to assist thedriver in determining the current trajectory thereof.

Appreciating that there may be privacy concerns associated with thecommunication module 3420 pinging nearby communication devices, when acommunications device such as one associated with the person, receivesthis ping, the ping could be a specialized ping indicating that it isonly being used for determining location information, directioninformation, velocity information, and type of object information. Inthis manner, the response to the ping could be limited such thatpersonal or sensitive information is not compromised. In a similarmanner, presence information could be extracted from one or more of thedetected communication devices with this presence information usable bythe analysis/proximity module 3460 to assist with determiningappropriate notifications and/or actions. For example, this presenceinformation could indicate that the user associated with thecommunications device is driving to a particular destination, walking toget groceries, is out for bicycle ride, or in general can be anyinformation usable by vehicle 3400 to assist with determining whether acollision is present and/or location of the nearby object.

In accordance with another exemplary aspect of the object sensingsystem, the communication module 3420 can provide to one or more of thesurrounding objects an indication as to the intended direction of travelof the vehicle 3400. For example, the communication module 3420 could bein communication with an onboard GPS associated with the vehicle 3400.The GPS is instructing the driver to make a right turn in 100 yards,with this information optionally being communicable by the communicationmodule 3420 to the bicycle at the 2 o'clock position relative to thevehicle to give that bicycle a “heads up” the vehicle will be shortlyturning to the right. As will be appreciated, all of this informationregarding trajectory, speed, future trajectory, and the like can beshared amongst any one or more of the objects, vehicles, communicationdevices, or the like within the sensible area of the vehicle 3400.

FIG. 35 illustrates an exemplary method of operation of object sensing.In particular, control begins in step S3500 and continues to step S3510.In step S3510, one or more sensors and/or communications modules areinitialized. Next, in step S3520, the presence of one or more objects isdetected relative to the current location of the vehicle. As discussed,this presence information can be shared in conjunction with anticipatedtrajectory information between any one or more of the sensedobjects/communication devices. Then, in step S3530, an appropriateaction, if any, can be determined. If the appropriate action is acommunication, control jumps to step S3542. Otherwise, if theappropriate action is an action, such as controlling a vehicle, controljumps to step S3540.

In step S3542, a communication, such as an alert, warning, informationalmessage, or the like can be forwarded to any one or more of thecommunication devices within the sensible area of the vehicle. Asdiscussed in step S3542 and step S3544, the communication can beprovided to the driver (or other entities) in one or more of a textualformat, audible format and visual format, and in a similar mannerprovided to any one or more of the sensed devices proximate to thevehicle. Where to send the communication(s) can by dynamically chosenbased, for example, on importance, likelihood of impact or collision,type of communication, or in general any relevant factor. Control thencontinues to step S3550 where the control sequence ends.

In step S3540, if, for example, evasive action is determined to berequired to, for example, to avoid a collision, the system can interfacewith one or more vehicle controls such as the brake system, steeringsystem, lighting system, or in general any vehicle system that allowsthe vehicle 3400 to avoid an interaction with one or more sensedobjects. Once the danger has passed, control can return to the driver.Control then continues to step S3550 where the control sequence ends.For safety reasons, a driver override could also accompany the system.

FIG. 36 illustrates another exemplary embodiment that can be used, forexample, in conjunction with the communication techniques disclosedherein, to facilitate forwarding messages to plurality of destinations,such as a plurality of vehicles, in a daisy-chain type of manner. Moreparticularly, FIG. 36 shows an exemplary operational environment thatincludes a plurality of vehicles (3610, 3620, 3630) within an avoidancenetwork 3605, as well as other objects such as object 3670 and vehicle3660. In this exemplary embodiment, vehicles 3610, 3620, and 3630 arenetworked together in a wireless ad-hoc manner that allows for thevarious exchanging of information and communications there between. Thedecentralized nature of wireless ad-hoc networks makes them particularlysuitable for the subject application where, because the variouscommunications are between vehicles, a central node architecture can'tbe relied upon. The wireless ad-hoc network is made up of multiple“nodes” (one per each vehicle) connected by “links.” These links areinfluenced by the node's resources (e.g., transmitter power, computingpower and memory) and by behavioral properties (e.g. reliability), aswell as by link properties (e.g. length-of-link and signal loss,interference and noise). Since links can be connected or disconnected atany time (since vehicles will be entering and leaving the network), afunctioning network must be able to cope with this effect by dynamicrestructuring, preferably in a way that is timely, efficient, reliable,robust and scalable. The network should allow any two nodes tocommunicate, by relaying the information via other nodes. A “path” is aseries of links that connects two nodes. Various known routing methodsuse one or two paths between any two nodes.

Once the network is established, various objects/vehicles within thenetwork can exchange information such as presence information, directioninformation, messaging information, emergency information, and the like.In accordance with one exemplary operational embodiment, assume vehicle3610 has slammed on the brakes. An instant notification could beprovided upstream to vehicle 3620 and vehicle 3630 indicating that thevehicle in the lead has slammed on their brakes and to apply theirbrakes. This can be particularly useful where, for example, vehicle 3630is unable to see the brake lights of vehicle 3610 and may have no ideathat vehicle 3610 is coming to an abrupt stop.

In operation, one or more sensors could optionally be initialized toassist with the detection of objects proximate to a vehicle, such asvehicle 3610. As discussed in accordance with the exemplary embodimentin FIG. 34, each vehicle can include various components with each of therespective communication modules capable of managing one or moreportions of the ad-hoc network and the various communications exchangedtherein. It should be appreciated, however, that the initialization andrunning of the various sensors is not required in order for the vehicles(or objects) to communicate there between. At least one other networkcommunications device does however need to be detected as well as thenecessary communications protocols negotiated and agreed upon that wouldbe required to exchange information there between.

Appreciating privacy concerns, there may be rules in place that limit orotherwise restrict the connect-ability of the various network devices aswell as limit or restrict the various types of information that thenetwork device is able to share. If, for example, network devicesassociated with vehicles 3620 and 3630 are detected, a query then can besent from vehicle 3610 to the other vehicle(s) inviting them toestablish communications there between as the vehicles, based on one ormore presence information, GPS information, proximity detectioninformation, or the like, were determined to be in the avoidance network3605.

Communications established between the various objects/vehicles can bemonitored with this information communicable to the othervehicles/objects if a threshold is met and/or depending on the type ofcommunication. As discussed, these thresholds can relate to any aspectof the vehicle/object including one or more of braking force,accelerating a force, travel direction, anticipated travel direction,dangerous conditions, or in general relate to any information that couldbe useful in avoiding a collision, or may be of interest to any one ormore of the devices/vehicles within the avoidance network 3605.

In accordance with one exemplary aspect, the information exchanged orforwarded to other vehicles can be appended with a header that includeshow may “hops” the information is to travel. For example, for an extremesituation, and optionally based on traffic conditions, perhaps theinformation should be communicated to the nearest 50 cars. In anothersituation, perhaps the information only need to be transmitted to thenext nearest vehicle—or one hop. Alternatively, or in addition, theheader could indicate the importance of the message, this importancebeing correlatable to how many entities within the avoidance networkshould receive the information.

In accordance with another embodiment, one or more of the devices in theavoidance network could send a broadcast message that could be receivedby all of the other devices in the network.

As in the embodiment discussed in relation to FIG. 34, this informationis not necessarily limited to simply communication information that canbe used by the other drivers, but could also include information that isuseful by one or more of the other vehicles to automatically applycorrective action, such as braking or accelerating, signalinginformation, and/or in general any information capable of modifyingvehicle operation. As will be appreciated, all of this informationand/or instructions can be dynamically updated in real-time or near-realtime with the avoidance network 3605 also being dynamically updateableto account for objects/vehicles that are coming into or leaving thenetwork space.

Moreover, the avoidance network 3605 can be dynamically expandable toaccount for a situation in which more than a first set ofvehicles/objects would need to be notified. For example, if a road iscompletely blocked by an accident, the avoidance network 3605 couldinitially include vehicles 3610-3630. However, it may be advantageous tohave more than the three illustrated vehicles notified with this type ofinformation when a situation such as this occurs. Therefore, vehicle3630 would then initiate its own instance of an avoidance network thatcould allow for the communication of this information to other vehiclesbehind it. This type of creating of avoidance networks in an ad-hocfashion could be used, until all vehicles, for example, that areanywhere within five miles of vehicle 3610 are notified.

As these networks are daisy-chained together, location and/or directioninformation associated with vehicle 3610 could be used as a basis fordetermining when all vehicles within five miles and on the side of theroad have been notified. As will be appreciated, these communicationsand networks are not limited to vehicles, but can also be extended toother objects, such as object 3670 and individual 3650.

In another exemplary embodiment, this network could further assist withenabling first responder emergency vehicles to more quickly andefficiently arrive at their location. For example, if a fire truck isresponding to an emergency at an address, the fire truck could initiatethe ad-hoc network and dynamically update vehicles along the projectedpath of the fire truck. In this manner, the fire truck could beginnotifying vehicles that may be out of ear-shot that an emergency vehicleis approaching and pull to the side of the road. This type of dynamicnotification can be coupled with GPS and/or presence information suchthat all vehicles that are present along the projected path of the firetruck can be given notification of the approaching emergency vehicle.For example, a notification can be sent to all contactable vehicles(e.g., all vehicles that are capable of being included in the ad-hocnetwork). A filter in each vehicle's communication device determines thecurrent location of the vehicle and compares it against receivedinformation about the fire truck's path. If the vehicle in the ad-hocnetwork is in the fire truck's path, the vehicle receives informationabout the presence of the fire truck and optionally provides the driverwith avoidance instructions. If however the vehicle is determined not tobe in the fire truck's path, e.g., through a comparison of current GPScoordinates to fire truck path, the communication could be filtered andnot provided to the driver as not relevant.

FIG. 37 illustrates an exemplary method for initializing and managing anavoidance network in accordance with one exemplary embodiment. Inparticular, control begins in step S3700 and continues to step S3710. Instep S3710, one or more sensors are optionally initialized with in stepS3720 object presence detection performed. In addition, situationdetection can also be detected such as, for example, if a fire truck isblocking the road to assist with an accident situation. Here, the firetruck could be broadcasting, via the ad hoc network, that they aretreating an injury accident, but should have things wrapped up in 35minutes.

Then, in step S3730, available network devices are detected. Connectionto and communication with the detected network devices if allowed,occurs in step S3740. Then, in step S3750, an appropriate communicationprotocol is established that allows for, for example, exchanges ofvarious types of information and/or instructions relative to one or moresituations, vehicle status information, and the like. Control thencontinues to step S3760.

In step S3760, one or more of proximity, situation information, vehicleinformation, object information, emergency information, or other factorsare monitored. Next, in step S3770, if a threshold is met, adetermination is made as to what is the appropriate type of action totake and which other device(s) should be notified. Once thisdetermination is made, in step 3780, one or more of a notification, theinformation, instructions, emergency information, or the like, areforwarded to one or more of the other devices in the avoidance network.

As will be appreciated, in step S3790, this information can bedynamically updated in real-time or near-real time with, in step S3792,communications with no longer relevant devices, objects or vehiclesterminated before control continues back to step S3720. Otherwise,control continues to step S3795 where the handing-off of the managementof these various communications to another device can occur, such as ifthe first device has left the area and is no longer affected by thesituation or incident. Control then continues to step S3799 where thecontrol sequence ends.

As discussed, FIG. 18 illustrates a sensing method where one or moreelements or objects may be controlled based on one or more environmentalfactors, sensor inputs, data collection devices, or the like. FIG. 38illustrates an exemplary system in a vehicle 3804 that allows andgoverns the control of various vehicle devices 3880 based on sensedinput and collected data. More specifically, FIG. 38 includes a vehicle3804, the vehicle including a data collection device 3810, one or moresensors 3820, controller/processor 3830, a timer module 3840, a behavioror rules module 3850, memory 3860, and I/O interface 3870, one or morevehicle devices 3880, such as lights, processors, electronics, sensors,transmission or communications systems, or in general any type of deviceassociated with the vehicle, and a dimmer/disable module 3890. While allthese various components are shown associated with vehicle 3804, itshould be appreciated that these vehicle components could also beduplicated or replicated within one or more of the otherelements/objects illustrated in FIG. 38, or shared there between. Forexample, one or more of the elements or objects/devices illustrated invehicle 3804, could also be located or duplicated in billboard lighting3808, street lights 3812, stop lights 3816, road sign illumination 3820,or in general associated with any device(s) which is desired to becontrolled based on one or more environmental factors.

In general, and in operation, data is collected from one or more datacollection devices 3810 and sensors 3820. In association with thebehavior module 3850, one or more rules, and also in cooperation withcontroller 3830 and memory 3860, an assessment can be made as to whetherone or more vehicle devices 3880, as well as one or more of the datacollection devices 3810 and sensors 3820 should be put into a powerconserving mode. As discussed, the vehicle 3804 can be equipped with aplurality of sensors as discussed in accordance with the variousembodiments disclosed herein, with the frequency with which thesesensors/data collection devices sample being dynamically updated basedon one or more environmental conditions, based on the time of the day,depending on traffic or congestion, depending on GPS location, e.g.urban or rural, or in general based on any factor that can be used tomake an assessment as to whether the frequency of samples can bedecreased.

In addition, other vehicle devices 3880 optionally in cooperation withthe dimmer/disable module 3890, can be turned on or off, dimmed, orplaced into a power saving mode in a similar manner as the datacollection devices and sensors. These basic concepts and principles canbe extended to other objects such as the billboard lighting 3808,streetlights 3812, stop lights 3816, and road sign illumination 3820.For example, one or more of these devices can also have a datacollection device or sensor and enter into a power saving mode when novehicles, pedestrians, or the like are present. In conjunction with atimer module, these devices could also optionally be preprogrammed toturn on or off during certain times of the day, or to enter a certainpower saving mode during certain times of the day, days of the week, orthe like.

In accordance with one exemplary embodiment, data collection device 3810on vehicle 3804 maintains current GPS information that can be forwardedvia network 10 and links 5 (optionally using the ad hoc networkdescribed herein) to one or more upcoming objects, such as billboardlighting, streetlights, stoplights, and road sign illumination. Assumingthere is no traffic in a particular area, these devices, at 2:00 in themorning, could be in a normally off or low power state, and as thevehicle 3804 approaches, as evidenced by the GPS data forwarded by thedata collection device to one or more of these devices, they can beactivated. For example, when a vehicle 3804 is within a quarter mile ofone or more of the objects (billboard lighting, street lights, etc.),these devices could turn on, and based on current location informationreceived from the data collection device 3810, be turned off or backinto a power saving mode as the vehicle passes.

However, data collection device data collection frequency and sensorsensing frequency need not necessarily be reduced, but could in asimilar manner be increased. For example, if there is greater traffic,higher congestion, based on proximity to one more other vehicles orobjects, emergency situations, or in general any or more factors,behavior module 3850 can increase the sampling rate and/or sensitivityof any one or more of the devices associated with vehicle 3804. Forexample, if the behavior module 3850, cooperating with controller 3830,memory 3860, and I/O interface 3870 determine that a collision isimminent, sensors 3820 can begin sampling at X times a normal rate, andin a similar manner, data collection devices 3810 can begin connectingdata at, for example, a maximum collection frequency.

As discussed in accordance with another exemplary embodiment herein, thedata collection devices 3810 can be associated with an insurance companydriver's behavior tracking. As the behavior module 3850 compilesinformation regarding driver behaviors, such as never driving between3:00 and 5:00 a.m., driving more safely in the morning than in theevenings, etc., the behavior module 3850, in accordance with one or moreof the associated rules, can modify the operation of the data collectiondevice 3810 such that the data collection device collects more dataduring periods of time when there is a higher likelihood of incident,and lessens the data collection rate during “off-peak” times, such asbetween 3:00 and 5:00 in the morning.

As further discussed herein, vehicle 3804 may be communicating with oneor more other entities via a communication module (not shown). As thevehicle may be transmitting and receiving larger quantities of dataduring on-peak times (as part of normal usage), the behavior module 3850could schedule the uploading of data collected from the data collectiondevices 3810 and/or sensors 3820 at a period of time when the car is atrest, or during an off-peak time, such as between 3:00 and 5:00 a.m. Inthis manner, data communications during times when they are trulyneeded, such as in high traffic or pedestrian environments, could bemaximized for the benefit of, for example, the driver.

In accordance with yet another exemplary embodiment, the data collectiondevices 3810 can be used to assist with updating maps. For example, asthe vehicle 3804 travels around a specific geographic area, the datacollection devices 3810 and/or sensors 3820 can collect information thatcan assist with providing additional detail to entities that maintainmaps. This information can include, but is not limited to, roadposition, lane number, lane size, or in general any information relatingto the road on which the vehicle 3804 is traveling, and can further besupplemented with information from sensors on lane dividers, signs,and/or any other marking or sensor that a vehicle is able to communicatewith or otherwise detect. All this information could then optionally beuploaded, during an off-peak time, to a mapping services (not shown)that could use the data to update one or more of maps, trafficinformation, congestion information, driver information, travelinformation, detour or construction information, or the like. Usingthese techniques, maps could also be supplemented with real-timeinformation that could be very granular based on the types of data andsensor inputs that a vehicle 3804 would be able to detect. As will beappreciated, since these types of features could be installed on amultitude of vehicles, the mapping service could assemble all of thedata, average it, and provide very accurate information about particularroad conditions, lane shifts, construction projects, detours, lanewidths, and in general any information related to road conditions,travel conditions, traffic conditions, or the like.

In accordance with yet another exemplary embodiment, behavior module3850, in cooperation with one or more rules, controller 3830 and memory3860, may increase or decrease the sampling rate and/or frequency withwhich one or more of the data collection devices and sensors collectdata based on real-time or near-real-time monitoring of the driver. Forexample, if a driver is behaving in an erratic manner, then incooperation with the timer module 3840, one or more of the datacollection devices and sensors could increase their sensitivity and/orsampling frequency for a period of time, such as five minutes, afterwhich one or more of the data collection devices and sensors wouldreturn to a normal data collection and/or sampling rate assuming thedriver has returned to normal behavior.

In accordance with yet another exemplary embodiment, the dimmer/disablemodule 3890 can communicate with one or more other devices, such asbillboard lighting 3808, streetlights 3812, stop lights 3816, and roadsign illumination 3820, and indicate driver preferences for theoperation of one or more of these devices. For example, a certain drivermay prefer to not have street lights illuminated, nor need road signsand would prefer not to see billboard lighting. However, another driver,perhaps one who has poor night vision, would perhaps like to havemaximum street light illumination, maximum road sign illumination, butonly 50% illumination for billboard lighting. The dimmer/disable module3890 could coordinate, via one or more communications links and networks10 (and/or via the ad hoc network), the appropriate illumination of oneor more of these devices appreciating, that if other vehicles are in thearea there may be a conflict in which case one or more of the billboardlighting 3808, street lights 3812, stop lights 3816 and road signillumination 3820 could default to a default mode of operation and/orillumination.

FIGS. 19 and 39 illustrate exemplary embodiments directed towardassisting with determining vehicle location. As discussed, a vehicle maybe equipped with, or may have, multiple sensors, such as GPS, backupcameras, communications hardware, such as wireless communicationsdevices and/or cell phones, and the like. Any one or more of thesedevices is capable of providing information that can then be used toassist with determining vehicle's current location. As illustrated inFIG. 19, a vehicle is illustrated that includes one or more local and/orremote sensing and/or data collecting elements 1904, a communicationsmodule 1908, a communications device 1912, and one or more otherentities 1916 connectable via one or more links 5 and networks 10.

In operation, either automatically, at user request, or via anotherentity's request, the vehicle can begin commencing data harvesting andaggregation from one or more of the sensing and data collecting elements1904. For example, upon parking the vehicle 1904, the vehicle 1904 canautomatically acquire GPS information, if available, capture a picturevia an on board camera such as a back-up camera, or other cameraassociated with the vehicle, as well as attempt to obtain any otherrelevant information that can be used to assist with determining thevehicle location including cell tower information, WiFi information,environmental information, or the like. Some or all of this informationcan a then be assembled for forwarding to a destination, such as auser's smart phone, an insurance company, or another entity, such asemergency services.

In accordance with one exemplary embodiment, a user has associatedpreference with the vehicle 1900 indicating that when they park thevehicle, they would like to receive an image of the surroundings, GPSinformation, and a map that shows the vehicle's location thereon.Therefore, every time the user parks the vehicle 1900, the vehicleaggregates this information and bundles it together into an e-mail thatis forwarded to the user's smart phone.

In accordance with another exemplary embodiment, vehicle 1900 couldreceive a query from another entity, such as an insurance company oremergency services, asking the vehicle to provide information regardingits current location. For example, if a vehicle is stolen, an insurancecompany and/or emergency services can forward a request to the vehicle,ask the vehicle to provide GPS information, if available, one or morepictures of the surrounding area, and/or the last known goodcoordinates, such as when GPS is not currently available. Again, thisinformation could be bundled together and forwarded to the entity in anyone or more known formats such as in an e-mail, a text message, an SMSmessage, a multimedia message, or the like. Furthermore, historicalinformation can be provided with the message, such as pictures over thelast 30 minutes, or some other time period, vehicle GPS information forthat day, or in general any historical information available to thesystem that can then be assembled and forwarded to one or moredestinations in any one or more formats.

In accordance with another embodiment, the one or more cameras performoptical character recognition, with recognized characters assemblableinto a communication to the communications device. For example, as avehicle is entering a parking garage at an airport, the system canperform optical character recognition to assist the driver withremembering they are parked at level 5, campfire zone, parking spot 526.

In accordance with another exemplary embodiment, the harvested andaggregated data is used to assemble a “bread-crumbs” trail thatillustrates where a user has been. This trail is then forwardable to adestination as discussed.

FIG. 39 illustrates an exemplary method for assisting with identifying avehicle location in accordance with an exemplary embodiment. Inparticular, control begins in step S3900 and continues to step S3910. Instep S3910, a vehicle's GPS can be queried for current locationinformation, if available. Last known and/or historical GPS coordinatescould also be accessed as discussed above. Next, in step S3920, one ormore additional sensors can also optionally be activated to assist withdetermining information specific to vehicle location. As discussed, anyvehicle sensor can be utilized to assist with obtaining information thatcan be forwarded in a manner similar to acquired GPS information. Then,in step S3930, one or more images can be captured, and/or historical,saved images retrieved as discussed. Control then continues to stepS3940.

In step S3940, one or more of the above described types of informationand data can be assembled and forwarded, automatically or in response toa request, to one or more communications devices in any known format,such as a text message, e-mail, SMS message, a SIP message, or the like.Information such as a phone number or e-mail address of thecommunications device can be stored in the vehicle to facilitate theforwarding of the vehicle location information to a particulardevice(s). Optionally, in step S3950, and again automatically or basedon one or more requests, this information can be forwarded to one ormore other entities, such as emergency services, an insurance company,another party, or in general to any destination. For example, therequest can include information as to which destination the informationshould be forwarded to, and in which one or more formats. Control thencontinues to step S3960 where the control sequence ends.

FIG. 40 illustrates an exemplary embodiment that allows informationexchange between a device and a vehicle. More specifically, discussed inrelated in copending application Ser. No. 13/420,236, filed Mar. 14,2012, (Attorney Docket No.: 6583-225), entitled “Configurable VehicleConsole” which is incorporated herein by reference in its entirety, is aconfigurable vehicle console that is removably attached from a mountinglocation of a vehicle. More specifically, FIG. 40 illustrates that theconfigurable vehicle console may comprise at least one device 4000 thatis capable of being attached to a vehicle in a vehicle-mounted position4024. Furthermore, the device 4000 may engage with the vehicle via oneor more engagement features, vehicle mounts 4004, a vehicle dock 4016,and combinations thereof. In accordance with some exemplary embodiments,the configurable vehicle console may comprise the device 4000 and atleast one additional console display 4008. Moreover, the device 4000 maybe tethered to the vehicle-mount position via an optional tether 4020.As can be appreciated, the tether 4020 may carry electrical and/oroptical signals for the purposes of power and communication. The tether4020 may be connected between the device 4000 and the vehicle interior4012 and even connect to the dock 4016. In some embodiments, the tether4020 may be used to limit movement of the device 4000, especially actingsuch that the device 4000 may not be removed from the vehicle interior4012. Further, the tether 4020 may be constructed from a material, orcombination of materials that allow the device 4000 to be repeatedlyattached and detached from the vehicle-mounted position 4024. In analternative embodiment, the tether 4020 may be constructed such that nosignal, power, or otherwise, is passed form the device 4000 to thevehicle.

As discussed in the related application, it is anticipated that thedevice 4000 may communicate with, and/or be operated independently of,the additional console display 4008. Communication between the device4000 and the additional console display 4008 may be achieved throughphysical and/or wireless methods. At least one aspect of the presentdisclosure is that the device 4000 once removed from the vehicle-mountedposition 4024 may be operated as a stand-alone computed device 4028,such as a tablet computer. This stand-alone computing device 4028 mayalso display and behave as a tablet computer configured as, but in noway limited to, e-mail clients, web browsers, texting applications,games, media players, office suites, and in general any known or laterdeveloped application(s). In some embodiments, applications that havebeen designated as “essential” may either remain on the display of thestand-alone computing device 4028 or upon removal be transferred to theadditional console display 4008. This transfer of the essentialapplications may be initiated by a manually selected option.Alternatively, the transfer of the essential applications may beinitiated automatically when the device 4000 is removed from thevehicle-mounted position 4024. One or more of a number of censors, themount 4004, the dock 4016, and other features of the device 4000, orcombinations thereof, may be used to determine the removal of the device4000 from the vehicle-mounted position 4024.

As device 4000 is removable from the vehicle and optionally configuredto be a stand-alone computing device 4028, it is expected that there isthe possibility that the stand-alone computing device 4028 could becomedisassociated from or otherwise removed from the vehicle interior 4012.

If the stand-alone computing device 4028 is disassociated from thevehicle, an exemplary embodiment is directed toward finding the device.However, in that these devices are transferable among vehicles, can beuser centric, or vehicle centric, locating the appropriate device posessome challenges. In accordance with a first exemplary embodiment, thestand-alone computing device 4028 further includes a tracking module4032, a location module/GPS 4036, a proximity module 4040, andcommunications module 4044.

As the stand-alone computing device 4028 can be vehicle centric or usercentric, in accordance with one exemplary embodiment, the stand-alonecomputing device 4028 can include a plurality of keys that are useable,in place of, or in addition to, traditional keys or key fobs that willallow for the operation of a vehicle. The stand-alone computing device4028 could also be entity centric, such that the stand-alone computing4028 is useable with a plurality or a fleet of cars, such as in arental-car environment. In these types of scenarios, one or more vehiclekeys could be stored on the device and usable to activate the vehicle,or a portion thereof such as in a “cripple” mode where only a portion ofthe vehicle's functionality is enabled, e.g., the radio and lights. Assuch, certain triggers can be present that govern vehicle operationbased on whether or not the device is associated with a vehicle. Thisfunctionality can be managed from the stand-alone computing device 4028and/or in combination with a key module 4048 as well as optionally withany necessary encryption or security modules as needed.

As the stand-alone computing device 4028 is useful to have in a vehicle,but not required, upon the vehicle detecting that it is going to beused, the vehicle can determine whether or not there is a stand-alonecomputing device docked or otherwise associated therewith. If thestand-alone computing device is not associated with the vehicle, thevehicle can provide one or more of an audible or visual reminder to thedriver indicating that the stand-alone computing device is not present.If the driver has the device with them, perhaps the device was simplynot recognized and it can be docked or otherwise associated with orattached to the vehicle at which point control can continue as normal.However, if the driver realizes they do not have the stand-alonecomputing device with them, a determination can then be made as whetheror not they would like the vehicle to assist them with finding thedevice.

As discussed, the devices can either be driver centric, or vehiclecentric. If the device is driver centric, the vehicle, in cooperationwith the tracking module 4032, can acquire a device identifier from, forexample, the driver, and then with the cooperation of one or more of thelocation module/GPS 4036, proximity module 4040, and communicationsmodule 4044, initiate a locator routine to try and determine the currentlocation of the device. This can be based on one or more of the GPSinformation, cell tower triangulation information, Wi-Fi hotspotinformation, last known location information, or in general any data orinformation that could be used to assist the user with determining thelocation of the device. In a similar manner, if the device is vehiclecentric, this feature may even become more important because perhaps thedriver has never had in their possession the stand-alone computingdevice. Referring back to the example above where the vehicle may beassociated with a stand-alone computing device in a rental carenvironment, perhaps there could be a special bank or storage area forthese stand-alone computing devices from which renters are expected toretrieve their stand-alone computing devices from before departing withthe vehicle. The vehicle could then remind the driver that they need toretrieve their stand-alone computing device and provide instructions onhow to retrieve it and its location either audibly, visually, andoptionally in conjunction with one or more of the additional consoledisplay, on-board car speakers, and/or in cooperation with a user'ssmart phone.

In accordance with another exemplary embodiment, the stand-alonecomputing device can include additional security features in conjunctionwith the key module 4048. For example, if a user parks their vehicle,detaches the stand-alone computing device and places it in a bag whilethey are shopping, based on a trigger, such as hitting a “lock” button,leaving the proximity of the vehicle, or in general based on anytrigger, the vehicle can enter an alarm-standby mode to protect vehicle.If vehicle motion is detected, such as if the vehicle is stolen or beingtowed, a communication can be initiated in conjunction with thecommunications module 4044 to notify the stand-alone computing device4028 that the vehicle is being moved and provide the user the option ofdisabling the vehicle. If there user opts to disable the vehicle, thecommand can be sent to the vehicle requesting the disabling of one ormore systems, with confirmation thereof being optionally returned to theuser to let them know the action was completed successfully. Moreover,current location information can be returned to the user on thestand-alone computing device so that the user is provided the currentlocation of the vehicle, which can optionally be populated on a map.

FIG. 41 outlines an exemplary method for determining stand-alonecomputing device location according to an exemplary embodiment. Inparticular, control begins in step S4100 and continues to step S4110. Instep S4110, intent to move the vehicle is detected. For example, theintent to move the vehicle can include one or more of unlocking thevehicle, opening the door, sitting in the driver's seat, placing a keyin the ignition, or the like. Next, in step S4120, a determination ismade as whether the stand-alone computing device is in the vehicle,i.e., docked or otherwise associated with the vehicle. If the device isin the vehicle, control jumps to steps S4130 with control otherwisecontinuing to step S4140.

In step S4140, the driver is reminded that the stand-alone computingdevice has not been detected. This reminder can be one or more ofaudible or visual. Next, in step S4150 a determination is made as towhether the device is available, for example, in the vehicle but notdocked. If the device is in the vehicle but not docked, control cancontinue to step S4160 where the device is detected and associated withthe vehicle with control continuing to step S4130 where the controlsequence ends.

If the device is not available, control continues to step S4170 where adetermination is made as to whether the device is driver centric. If thedevice is driver centric, control continues to step S4172 with controlotherwise jumping to step S4180.

In step S4172, one or more of the driver is identified as well as theirassociated device, where the driver is queried to identify theirstand-alone computing device. With this information, a locator routineis initiated in step S4174 in an attempt to determine where the driver'sstand-alone computing device is. For example, a communication can besent out, such as a ping, that asks the device for current locationinformation, history of past location information, or in general anyinformation which could be useful to the driver to help them remember orlocate where the stand-alone computing device is. Then, in step S4190,this information is provided to the driver on one or more of theadditional console display, audibly, and/or on their smart phone orcommunications device.

If however the stand-alone computing device is vehicle centric, thelocator routine is initiated and, since the vehicle has a storedidentification of the stand-alone computing device that is associatedwith it, the vehicle can proceed directly with initiating a query todetermine the current location of the vehicle's stand-alone computingdevice. Control then continues to step S4190 where this information isthen provided to the driver as discussed. Control then continues to stepS4195 where the control sequence ends.

FIG. 42 outlines an exemplary method for utilizing the stand-alonecomputing device as a vehicle security tool. In particular, controlbegins in step S4200 and continues to step S4210. In step S4210, thedetachment of the device from the vehicle is detected. Then, in stepS4220, either automatically or manually, the security features of thedevice and the car are enabled. For example, in this security mode, alldoors are automatically locked and the vehicle is placed in a “listen”mode waiting for instructions from the stand-alone computing device.Control then continues to step S4230.

In step S4230, a determination is made as to whether the vehicle ismoving. If the vehicle is not moving, control continues to step S4240with control otherwise jumping to step S4260.

In step S4240 a determination is made as to whether the device as hasbeen re-associated with the vehicle. If the device has not beenre-associated with the vehicle, control jumps back to step S4230 withcontrol otherwise continuing to step S4250.

In step S4260, a determination is made as to whether the vehicle shouldbe disabled. If the vehicle is to be disabled, control jumps to stepS4270, with control otherwise continuing back to step S4240.

In step S4270, the user can be provided the option to send a disabledsignal to the vehicle requesting the disabling of one or more systemsthereon, including the complete disabling of all systems. In addition,further instructions can be sent such as the locking of doors, rollingup of windows, closing of the sun roof, and in general any instructionthat controls any function of the vehicle could be included with thedisabled message. Next, in step S4280, the vehicle can optionallyconfirm that the instructed operations have been completed and forwardcurrent location information back to the stand-alone computing device.Control then continues to step S4290 where the control sequence ends.

In accordance with another exemplary embodiment, FIGS. 43-44 illustratean exemplary IP (Internet Protocol) connected car. One of the problemswith current vehicles, as illustrated in FIG. 43 is all of the systemsand data on modern vehicles.

One Exemplary Aspect:

Simplifies and coordinates all data streams

Enables efficient technology upgrading

Enables ease of new technology introduction

Provides industry accepted protocol

Improves network security

Has limitless potential with cloud based services.

Integrating Functionality

The exemplary aspect has one or more of the following features:

an IPv6 based subsystem,

separates presentation functions from sensor/infotainment systems,

supports multiple display systems,

integrates existing sensor systems,

integrates existing infotainment systems,

controls migration to Ethernet-based sensor systems,

makes “high availability” options available,

provides a foundation for establishing effective cyber attackprevention,

can be deployed in a physical “Box,” (The Octopus)

can be EMI sealed,

can be provided with a gasketed connector panel for “customization” by acar company,

can be returned to depot maintenance.

The exemplary embodiment can also provide event data Recording, withsurvivability and call/text control functionality.

Some of the exemplary advantages associated with this technologyinclude, that it follows the technology curve, IPv6 will allowconnections to “any” device, “x” Gb/sec ethernet connectivity, softwarecan use a “Class Driver,” the solution separates “function” fromunderlying hardware, simplifies migration from existing sensor systemsto “NexGen” sensor(s), provides multiple IP sources for connectivity,provides for a mobile “phone company” within the vehicle withindependent suppliers of 3G/4G/LTE, can provide Lightsquared/Airbiquity“wholesale” networks, can receive and display car company “service”offerings, can receive and display “ISP” service offerings within thevehicle, can provide WiMax capabilities, supports multiple technologysuppliers—and therefore provides greater flexibility, and providesefficient software and feature upgrading of vehicle.

Other exemplary advantages associated with this configuration are thatit provides the ability to move results between displays. That is, aperson using a touch screen in the back seat can search the internet fora restaurant. When one is found, they can “flick” the image to the frontconsole where the driver can view it and elect to navigate there,assisted by the console GPS.

The brains of the console, or head unit, can be modular. Since autosdesigned now are rolled out four years from now and then have a six yearlife cycle, the technology is stale by the time it comes out. Thus, thebrains are in the trunk, under the hood, or otherwise accessible andupgradeable. Essentially, the design can optionally be based around alow cost processor to handle basic functions. Then someone can insert areal, state of the art processor at production time. Further, othermodules can include a module for cellular data, which is differentdepending upon the carrier, the current non-cellular data standard (3G,4G, etc.), and the like. Users may upgrade as necessary as the car ages,so the technology remains current.

The exemplary systems and methods of this disclosure have been describedin relation to an ecosystem for a vehicle. However, to avoidunnecessarily obscuring the present disclosure, the precedingdescription omits a number of known structures and devices. Thisomission is not to be construed as a limitation of the scopes of theclaims. Specific details are set forth to provide an understanding ofthe present disclosure. It should however be appreciated that thepresent disclosure may be practiced in a variety of ways beyond thespecific detail set forth herein

Furthermore, while the exemplary aspects, embodiments, and/orconfigurations illustrated herein show the various components of thesystem collocated, certain components of the system can be locatedremotely, at distant portions of a distributed network, such as a LANand/or the Internet, or within a dedicated system. Thus, it should beappreciated, that the components of the system can be combined in to oneor more devices, such as a Personal Computer (PC), laptop, netbook,smart phone, Personal Digital Assistant (PDA), tablet, etc., orcollocated on a particular node of a distributed network, such as ananalog and/or digital telecommunications network, a packet-switchnetwork, or a circuit-switched network. It will be appreciated from thepreceding description, and for reasons of computational efficiency, thatthe components of the system can be arranged at any location within adistributed network of components without affecting the operation of thesystem. For example, the various components can be located in a switchsuch as a PBX and media server, gateway, in one or more communicationsdevices, at one or more users' premises, or some combination thereof.Similarly, one or more functional portions of the system could bedistributed between a telecommunications device(s) and an associatedcomputing device.

Furthermore, it should be appreciated that the various links (such aslink 5, optionally communicating over network 10) connecting theelements can be wired or wireless links, or any combination thereof, orany other known or later developed element(s) that is capable ofsupplying and/or communicating data to and from the connected elements.These wired or wireless links can also be secure links and may becapable of communicating encrypted information. Transmission media usedas links, for example, can be any suitable carrier for electricalsignals, including coaxial cables, copper wire and fiber optics, and maytake the form of acoustic or light waves, such as those generated duringradio-wave and infra-red data communications.

Also, while the flowcharts have been discussed and illustrated inrelation to a particular sequence of events, it should be appreciatedthat changes, re-ordering, additions, and omissions to this sequence canoccur without materially affecting the operation of the disclosedembodiments, configuration, and aspects.

A number of variations and modifications of the disclosure can be used.It would be possible to provide for some features of the disclosurewithout providing others.

In some embodiments, the systems and methods of this disclosure can beimplemented in conjunction with a special purpose computer, a programmedmicroprocessor or microcontroller and peripheral integrated circuitelement(s), an ASIC or other integrated circuit, a digital signalprocessor, a hard-wired electronic or logic circuit such as discreteelement circuit, a programmable logic device or gate array such as PLD,PLA, FPGA, PAL, special purpose computer, any comparable means, or thelike. In general, any device(s) or one or more means capable ofimplementing the methodology illustrated herein can be used to implementthe various aspects of this disclosure. Exemplary hardware that can beused for the disclosed embodiments, configurations and aspects includescomputers, handheld devices, telephones (e.g., cellular, Internetenabled, digital, analog, hybrids, and others), and other hardware knownin the art. Some of these devices include processors (e.g., a single ormultiple microprocessors), memory, nonvolatile storage, input devices,and output devices. Furthermore, alternative software implementationsincluding, but not limited to, distributed processing orcomponent/object distributed processing, parallel processing, or virtualmachine processing can also be constructed to implement the methodsdescribed herein.

In yet another embodiment, the disclosed methods may be readilyimplemented in conjunction with software using object or object-orientedsoftware development environments that provide portable source code thatcan be used on a variety of computer or workstation platforms.Alternatively, the disclosed system may be implemented partially orfully in hardware using standard logic circuits or VLSI design. Whethersoftware or hardware is used to implement the systems in accordance withthis disclosure is dependent on the speed and/or efficiency requirementsof the system, the particular function, and the particular software orhardware systems or microprocessor or microcomputer systems beingutilized.

In yet another embodiment, the disclosed methods may be partiallyimplemented in software that can be stored on a non-transitory storagemedium, executed on programmed general-purpose computer with thecooperation of a controller and memory, a special purpose computer, amicroprocessor, or the like. In these instances, the systems and methodsof this disclosure can be implemented as program embedded on personalcomputer such as an applet, JAVA® or CGI script, as a resource residingon a server or computer workstation, as a routine embedded in adedicated measurement system, system component, or the like. The systemcan also be implemented by physically incorporating the system and/ormethod into a software and/or hardware system.

Although the present disclosure describes components and functionsimplemented in the aspects, embodiments, and/or configurations withreference to particular standards and protocols, the aspects,embodiments, and/or configurations are not limited to such standards andprotocols. Other similar standards and protocols not mentioned hereinare in existence and are considered to be included in the presentdisclosure. Moreover, the standards and protocols mentioned herein andother similar standards and protocols not mentioned herein areperiodically superseded by faster or more effective equivalents havingessentially the same functions. Such replacement standards and protocolshaving the same functions are considered equivalents included in thepresent disclosure.

The present disclosure, in various aspects, embodiments, and/orconfigurations, includes components, methods, processes, systems and/orapparatus substantially as depicted and described herein, includingvarious aspects, embodiments, configurations embodiments,subcombinations, and/or subsets thereof. Those of skill in the art willunderstand how to make and use the disclosed aspects, embodiments,and/or configurations after understanding the present disclosure. Thepresent disclosure, in various aspects, embodiments, and/orconfigurations, includes providing devices and processes in the absenceof items not depicted and/or described herein or in various aspects,embodiments, and/or configurations hereof, including in the absence ofsuch items as may have been used in previous devices or processes, e.g.,for improving performance, achieving ease and\or reducing cost ofimplementation.

The foregoing discussion has been presented for purposes of illustrationand description. The foregoing is not intended to limit the disclosureto the form or forms disclosed herein. In the foregoing DetailedDescription for example, various features of the disclosure are groupedtogether in one or more aspects, embodiments, and/or configurations forthe purpose of streamlining the disclosure. The features of the aspects,embodiments, and/or configurations of the disclosure may be combined inalternate aspects, embodiments, and/or configurations other than thosediscussed above. This method of disclosure is not to be interpreted asreflecting an intention that the claims require more features than areexpressly recited in each claim. Rather, as the following claimsreflect, inventive aspects lie in less than all features of a singleforegoing disclosed aspect, embodiment, and/or configuration. Thus, thefollowing claims are hereby incorporated into this Detailed Description,with each claim standing on its own as a separate preferred embodimentof the disclosure.

Moreover, though the description has included description of one or moreaspects, embodiments, and/or configurations and certain variations andmodifications, other variations, combinations, and modifications arewithin the scope of the disclosure, e.g., as may be within the skill andknowledge of those in the art, after understanding the presentdisclosure. It is intended to obtain rights which include alternativeaspects, embodiments, and/or configurations to the extent permitted,including alternate, interchangeable and/or equivalent structures,functions, ranges or steps to those claimed, whether or not suchalternate, interchangeable and/or equivalent structures, functions,ranges or steps are disclosed herein, and without intending to publiclydedicate any patentable subject matter.

1. (canceled)
 2. (canceled)
 3. (canceled)
 4. (canceled)
 5. (canceled) 6.(canceled)
 7. (canceled)
 8. (canceled)
 9. (canceled)
 10. (canceled) 11.(canceled)
 12. (canceled)
 13. (canceled)
 14. (canceled)
 15. (canceled)16. (canceled)
 17. (canceled)
 18. (canceled)
 19. (canceled) 20.(canceled)
 21. A system to associate a stand-alone computing device anda vehicle comprising: a vehicle comprising: a head unit; the stand-alonecomputing device selectively interconnected to the head unit; anadditional console display; wherein one or more of the vehicle and thestand-alone computing device are adapted to determine if the stand-alonecomputing device is docked with the vehicle and then, if not docked, todetermine if the stand-alone computing device is in the vehicle; atracking module, executed by the stand-alone computing device, adaptedto determine a stand-alone computing device identifier for thestand-alone computing device to be associated with the vehicle; if thestand-alone device is not in the vehicle, a location module, executed bythe stand-alone device, adapted to: initiate a locator routine todetermine a location of the stand-alone computing device outside of thevehicle; transmitting stand-alone computing device location information,from the stand-alone computing device to the vehicle, about the locationof the stand-alone computing device; and one or more of the additionalconsole display and a communications device adapted to provide thestand-alone computing device location information to a user of thevehicle.
 22. The system of claim 1, wherein the stand-alone computingdevice includes a key to authorize use of the vehicle.
 23. The system ofclaim 1, wherein the stand-alone computing device identifier isassociated with a vehicle or a driver.
 24. The system of claim 1,further comprising a proximity module that determines whether thestand-alone computing device is near, but not associated with, thevehicle.
 25. The system of claim 1, wherein the stand-alone computingdevice is capable of disabling one or more features of the vehicle. 26.The system of claim 1, wherein the stand-alone computing device iscapable of disabling one or more features of the vehicle when not in thevehicle.
 27. The system of claim 1, wherein a driver is reminded toassociate the stand-alone computing device with the vehicle prior tomovement.
 28. The system of claim 1, wherein the stand-alone computingdevice is dockable and integrally functionable with the vehicle.
 29. Thesystem of claim 1, wherein one or more of GPS information, locationinformation, picture information, last known location information andWiFi information are provided as the stand-alone computing devicelocation information.
 30. The system of claim 1, wherein the stand-alonecomputing device stores and tracks a location of the vehicle.
 31. Amethod to associate a stand-alone computing device and a vehiclecomprising: determining, by one or more of the vehicle and thestand-alone computing device, if the stand-alone computing device isdocked with the vehicle; if the stand-alone device is not docked withthe vehicle, determining, by one or more of the vehicle and stand-alonecomputing device, if the stand-alone computing device is in the vehicle;if the stand-alone device is not docked with the vehicle or not in thevehicle: determining, by a tracking module executed by the stand-alonecomputing device, a stand-alone computing device identifier for thestand-alone computing device to be associated with the vehicle;initiating, by a location module executed by the stand-alone computingdevice, a locator routine to determine a location of the stand-alonecomputing device outside the vehicle; sending a communication, by thestand-alone computing device and to the vehicle, comprising stand-alonecomputing device location information about the location outside of thevehicle of the stand-alone computing device; and providing thestand-alone computing device location information on one or more of anadditional console display or a communications device.
 32. The method ofclaim 11, wherein the stand-alone computing device includes a key toauthorize use of the vehicle.
 33. The method of claim 11, wherein thestand-alone computing device identifier is associated with a vehicle ora driver.
 34. The method of claim 11, further comprising determiningwhether the stand-alone computing device is near, but not associatedwith, the vehicle.
 35. The method of claim 11, wherein the stand-alonecomputing device is capable of disabling one or more features of thevehicle.
 36. The method of claim 11, wherein the stand-alone computingdevice is capable of disabling, when not in the vehicle, one or morefeatures of the vehicle.
 37. The method of claim 11, wherein a driver isreminded to associate the stand-alone computing device with the vehicleprior to movement.
 38. The method of claim 11, wherein the stand-alonecomputing device is dockable and integrally functionable with thevehicle.
 39. The method of claim 11, wherein one or more of GPSinformation, location information, picture information, last knownlocation information and WiFi information are provided as thestand-alone computing device location information.
 40. The method ofclaim 11, wherein the stand-alone computing device stores and tracks alocation of the vehicle.